DUCATI’S 1199 Panigale is one of the most advanced motorcycles ever built. It boasts electronically adjustable suspension and a V-twin engine with an incredible amount of horsepower. Besides these technological updates, the Panigale was also totally different to the bike it replaced, the 1198.
The name change might have only been one digit but the two machines are worlds apart, at least in design.
The Panigale was much closer to the MotoGP race replica Desmosedici, with the engine much more than just a stressed member of the frame. It this case the structural components of the chassis hang off the engine, not the other way around.
When we tested the Ducati 1199 Panigale in our October 2012 issue we were critical of the harshness of the suspension.
During the test we rode the bike on a variety of road surfaces, both good and bad, and we found the Panigale to be quite a chore to ride when the surface was rough and potholed, but glorious on the smooth stuff.
After the test was published we received letters from Panigale owners telling us we were off the mark.
With so much adjustability available on the Panigale’s riding modes and suspension we started to think maybe we didn’t have the bike set up as well as it could have been.
Did we get it wrong?
The machine in question was the ‘S’ model with electronically adjustable Öhlins suspension (the ‘standard’ 1199 Panigale has regular fully adjustable suspension, 50mm Marzocchi forks and a Sachs shock), so it seemed only fitting that we went back and had another go.
You can read lots about the Panigale’s advanced suspension, like the fact it’s got 43mm Öhlins NIX30 forks and an Öhlins TTX36 shock.
It’s also got a handy adjustable pushrod fixing point which changes the way the side mounted rear shock works, changing it from a progressive rate for the road to a flat rate, preferred for racing or track days.
There are three riding modes to choose from – Wet, Sport and Race. In Wet mode the power is reduced to 120hp, the traction control and electronic engine braking is adjusted to suit. The suspension settings are softened too. In Sport mode you get the full 195hp with a slightly smoothed out power delivery, and all other settings are revised to suit this mode. The suspension is stiffened and the quick shifter engaged. Of course in Race mode you get the track ready suspension settings, and everything is heightened so to speak to suit the track. Tailor made We are no experts on the Panigale but luckily we do know one, Craig McMartin. McMartin is a multi Australian Pro Twins champion, and currently races a Panigale. He is one of the main in-house Ducati Australia experts, so knows a thing or two about these red blooded motorcycles.
McMartin told us the important thing is you can further tailor the system to suit your individual weight and riding parameters. For example, you can tune the suspension in say Rain mode softer than it comes from the factory. McMartin told us that Rain mode was a good choice for bumpy roads because it had a softer power delivery, and if you softened the base settings it coped well in these conditions.
Each riding mode has its own ‘base’ settings from the factory but these can all be changed specifically to suit the rider.
There is a huge range of settings to choose from when it comes to compression and rebound damping. Pre-load is still done the old fashioned way, with a C-spanner for the shock and spanner for the forks, but the damping settings are accessed via the left handlebar switch. It’s all pretty simple when you are shown how, but trying to do it without an expert showing you the way, or at least a comprehensive owners manual would be, and is, a recipe for failure.
Road test
During our day with McMartin we tried numerous settings, all along the same stretch of twisty road. First it was Rain mode with the factory settings, which were ok, but better when we softened the damping slightly. McMartin was also spot on with his view on Rain mode, with ‘only’ 120hp on tap it was easy to ride, rode the bumps very well for a sportsbike, and the softer power delivery allowed you to cruise along, with the Panigale feeling more relaxed than if it was in Sport mode. In Sport mode we tried the base settings then tried less compression damping but slightly more rebound and this was better again.
There was never any need to reduce the pre-load on the forks.
The same could be said for the shock but we tried it just for the exercise. McMartin reduced the rear pre-load in basically a matter of seconds (check it out in the video) such is the simplicity of the system.
In this guise the bike was even better again. Race mode is just too full on for the street, and you would expect this to be the case, so we just concentrated on riding the bike in Rain and Sport mode.
Worth the effort
Getting the best out of a Panigale is likely to take some experimentation from an owner: Ducati has its base settings when you pick up the bike, but tailoring suspension settings to suit your weight, ability, the road conditions and preferences is why there is so much adjustability available. If you do this you will open up a whole new world which most motorcyclists will never get to experience.
During this, our second ride of the Panigale, the bike handled poor road conditions much better than it did during our first test of the bike – and that’s down to better set-up.
When you purchase a Panigale, your dealer will take you through how to set-up your bike, and you’ll be provided with a comprehensive manual to refer to. We can envisage just about all sportsbikes going this way in the near future.
See the test on the BMW S 1000 RR HP4 is this issue to see what we mean. Not only is the technology on these new breed of road burners making them better track bikes, it’s making them better road bikes too.
Not long ago that would have been almost unthinkable.