Ducati Panigale 1199R

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Ducati Panigale 1199R
Production 2013
Class Sportbike
Four stroke, 90° “L” twin cylinder, DOHC, desmodromic 4 valves per cylinder.
Compression ratio 12.5:1
Ignition Digital CDI
Transmission 6 Speed
Frame Monocoque aluminum
Suspension Front: Öhlins NIX30 43mm with TiN, fully adjustable usd fork. Electronic compression and rebound damping adjustment
Rear: Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment. Adjustable linkage: Progressive/flat. Aluminum single-sided swingarm
Brakes Front: 2 x 330 mm Semi-floating discs, radially mounted Brembo Monobloc M50 4-piston callipers, ABS optional +2.5kg (+5.5lb)
Rear: Single 245 mm disc, 2 piston caliper
Front Tire 120/70 ZR17 Pirelli Diablo Supercorsa SP
Rear Tire 200/55 ZR14 Pirelli Diablo Supercorsa SP
Wheelbase 1437 mm / 56.6 in
Seat Height 824 mm / 32.4 in
Weight 164 kg / 361.5 lbs (dry),
Oil Filter K&N KN-159
Fuel Capacity 17 L / 4.5 US gal / 3.7 Imp gal
Manuals Service Manual


The engine was a Liquid cooled cooled Four stroke, 90° L-twin cylinder, DOHC, desmodromic 4 valves per cylinder.. The engine featured a 12.5:1 compression ratio.


Power was moderated via the Slipper and self-servo wet multiplate clutch with hydraulic control.


It came with a 120/70 ZR17 Pirelli Diablo Supercorsa SP front tire and a 200/55 ZR14 Pirelli Diablo Supercorsa SP rear tire. Stopping was achieved via 2 x 330 mm Semi-floating discs, radially mounted Brembo Monobloc M50 4-piston callipers, ABS optional +2.5kg (+5.5lb) in the front and a Single 245 mm disc, 2 piston caliper in the rear. The front suspension was a Öhlins NIX30 43mm with TiN, fully adjustable usd fork. Electronic compression and rebound damping adjustment while the rear was equipped with a Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment. Adjustable linkage: Progressive/flat. Aluminum single-sided swingarm. The Panigale 1199R was fitted with a 17 L / 4.5 US gal / 3.7 Imp gal fuel tank. The bike weighed just 164 kg / 361.5 lbs. The wheelbase was 1437 mm / 56.6 in long.


Ducati Panigale 1199R Ducati Panigale 1199R Ducati Panigale 1199R Ducati Panigale 1199R Ducati Panigale 1199R



This is the bike that Ducati are homologating for World Superbikes and the R gets an updated engine management system and recalibrated ride-by-wire throttle. There’s also a new set of Titanium con-rods, a lighter crankshaft flywheel and DLC-coated rocker-arms, all of which allow the Panigale R’s Superquadro L-twin to rev even quicker, all the way to its 12,000rpm redline.

The Panigale R’s race kit consists of a racing screen, fairing mirror caps in machined alloy and a full Termignoni exhaust system with dedicated ECU mapping (for track use only). Ducati claim that the Termignoni system provides a power increase of 3% at the top of the rev-range and 15% in the mid-range, which is further amplified by the R’s acceleration-enhancing 15-41 final drive ratio. The Panigale R also features a 4-point adjustable swingarm pivot, which is designed to enable riders to personalize bike set-up by changing levels of pro- or anti-squat, to optimize traction on corner exit.

The Panigale R also gets a fully adjustable Öhlins suspension, Pirelli Diablo Supercorsa SP rubber, GPS-enhanced Ducati data acquisition system and circuit map-linked data, and a host of carbonfibre bits, including rear hugger, rear suspension guard, heel guards, ignition switch surround and top fairing inner panels, and protectors for the single-sided swingarm and clutch cover. The R weighs just 165kg dry and is available only in red, with brushed aluminum on the fuel tank and lightweight forged alloy wheels from Marchesini, in black.

Features Ducati red with white racing features color scheme Lightweight titanium con-rods Lightweight flywheel DLC-coated rocker-arms Increased rev-limit (12,000rpm) 4-point adjustable swingarm pivot Carbon fiber additions: Single-sided swingarm protector; Clutch cover protector; Rear hugger; Rear suspension guard; Footrest heel guards; Ignition switch surround; Top fairing inner panels Race Kit: Full Termignoni exhaust system; Up-map key with dedicated ECU mapping High-penetration racing screen; Fairing mirror-caps Ducati Electronic Suspension (DES) that utilizes an Ohlins electronic 43mm front forks with adjustable Ohlins steering damper, and an Ohlins electronic TTX suspension unit on the rear Ducati Riding Modes (Race, Sport, Wet) Ducati Traction Control (DTC) Ducati Quick Shift (DQS) Engine Brake Control (EBC) Ride-by-Wire (RbW) ABS DDA

Ducati 1199 Panigale R – First Ride Ducati’s ultimate V-Twin production superbike.

Austin, Texas—What a combination: Ducati’s 1199 Panigale R, the ultimate iteration of the Italian company’s Superbike range, and the brand-new Circuit of The Americas in Austin, Texas, the incredible racetrack that will host MotoGP in April. Wow! How did I get so lucky? At this first-ever motorcycle press launch at the track, I would be following in the actual tire tracks laid down by the likes of Jorge Lorenzo and Marc Marquez at the recent MotoGP test. And while CoTA shines as a world-class facility, it’s the new Panigale R that I won’t soon forget.


has a long history of building incredible top-of-the-range superbikes. Think of the exclusive versions of the 851, 916, 999, 1098 and 1198. None of those, however, compare to the new 1199 R. Beyond the carbon-fiber bits, fancy tank and forged Marchesini wheels that adorn the R, there are numerous performance upgrades that make this bike worthy of its steep $29,995 sticker price. At the top of that list the Superquadro engine’s titanium connecting rods and lightweight flywheel that are a combined 2.9 pounds lighter than those in the standard and S model. Not only does this allow the engine to rev quicker, but it also means that the rev limit could be raised by 500 rpm to 12,000.

Those extra revs allow a similar top speed to the standard/S models, even though the R has two extra teeth out back, for 15/41 final gearing. Moreover, Ducati has shifted the torque down a bit to be more effective in high-speed track riding. At 125 mph in sixth gear, there is 18 percent more available torque according to provided dyno charts. Peak horsepower is rated at 195 at 10,750 rpm, with 97.3 foot-pounds of peak torque at 9000. Ducati says the only factor limiting the bike’s top speed is gearing; as such, the R doesn’t have an electronic governor to prevent it from exceeding the 186-mph limit agreed upon by the motorcycle manufacturers for more than a decade. Although I never got a good-enough drive onto the 3/4-mile-long back straight to hit the rev limiter in sixth gear, special guest and factory Ducati MotoGP racer Nicky Hayden said he was seeing the shift lights just start to flicker before he braked for Turn 12. Interestingly, Ducati makes the speedometer go blank once you exceed 185 mph, a speed I repeatedly failed to reach by just a few mph. For what it’s worth, Hayden said the R was still pulling well after the speedo went blank. I can’t wait until we point a radar gun at the Panigale R and get an accurate top-speed reading. This may well be the fastest stock, production model currently made.

With six corners that can be called hairpins, CoTA allowed me to experience the R’s raw acceleration. Each of those bends could be taken in second gear, and the drive off the apex felt particularly lively in Race (the other power-delivery modes are Sport and Wet). The revised engine (with updated mapping) eagerly snatches up revs, while the traction control allows the bike to wheelie a bit before taming lift in the quest for maximum drive. Hayden and new Ducati recruit Ben Spies, also on hand for the introduction, both say they were impressed with the sophistication of Ducati’s production-level electronics package. In particular, they liked the TC and how difficult it was to detect—a testament to its effectiveness. With speed comes the need to shed it, and Brembo’s M50 monoblock, radial-mount front calipers with three-level Bosch ABS provide awesome stopping power despite occasionally inconsistent lever travel. If the ABS ever cycled, it was completely transparent to me. The steep uphill approach into turn one allowed me to carry fifth gear far deeper than possible if it were flat. While that called for some mental adjustments, this dramatic turn definitely is one of the signature features of the Austin track.

The R also has some significant chassis upgrades. Track-day riders and Superstock racers will appreciate the adjustable swingarm pivot, which can be set in four positions: 0 (same as standard/S models), +2, -2 and -4mm. The higher pivot position increases agility by decreasing squat, while the two lower positions increase squat and improve traction for low-grip conditions, but at the expense of quicker handling. At CoTA, the pivot was set at 0 (its most neutral setting), providing a good compromise between stability and quick turn-in for the hairpins. I was impressed with the Panigale R’s track manners. This bike likes to be leaned over on the side of its excellent Pirelli Supercorsa SC tires, and it can be aggressively trail-braked all the way to the apex without consequence. Aside from the aforementioned hairpins, CoTA has ultra-fast esses and some long, blind corners that require accurate entries and good chassis balance through the apex. The 1199 R delivered in every situation. Ducati’s test riders set up the Öhlins/Ducati Electronic Suspension (DES) quite well, and despite the ease of making adjustments on the TFT dash (thin film transistor liquid crystal display), I never touched a thing. Other benefits are the bike’s incredibly light feel (claimed dry weight is 364 pounds) and lithe steering, the latter aided by the R’s forged 17-in. wheels, which have a 3-spoke design.

Everything about the new 1199 R is designed for going fast, right down to the aerodynamic upgrades. Which were appreciated, given how fast CoTA is. A taller racing windscreen, combined with the upper fairing aero kit (winglets that help provide more wind protection), create an incredibly calm cockpit, even at speeds over 180 mph. For track use, slick machined-aluminum caps fit in place of the mirrors to provide a clean appearance and, more importantly, reduce drag. Our biggest complaint about previous Panigales we’ve tested has been excessive heat off the rear exhaust header cooking the back of our legs and butt, even on days that are only moderately warm. A new heat shield addresses this, and although I was not able to go on a street ride and check its effectiveness, it does seem to reduce the amount of heat reaching the rider. Other standard features on the 1199 Panigale R include the GPS-enabled Ducati Data Analyzer, which offers downloadable track data that can be used for comparison. Ducati Quick-Shift, Engine Brake Control and a wonderful-sounding Termignoni race exhaust are also standard equipment. Riding the Ducati 1199 Panigale R at CoTA was the experience of a lifetime. Without doubt, this is the best stock, production motorcycle I’ve ever ridden on a circuit. And with only around 250 of these amazing machines headed to the U.S., owners will immediately become part of a very exclusive club. Source

BMW HP4 vs. Ducati 1199 Panigale R

Oh, the lifestyle of the financially affluent motorhead, the one-percenter with a passion for the finest in all things performance-related. While it’s a trend to demonize the wealthy, I say smoke ’em if you’ve got ’em, especially if that involves, say, dusting off the Bugatti with some fliers around the new Circuit of The Americas. While most of us will never have an experience even remotely approaching that, we motorcyclists are a lucky bunch because bike manufacturers deliver amazing performance to the people. The

HP4 and Ducati 1199 Panigale R, the two hottest production sportbikes, are prime examples of this, so off we went to Mazda Raceway Laguna Seca for a midweek day of testing. I felt like a lotto winner unloading the exclusive yet relatively reasonably priced HP4 out of CW’s high-mileage Chevy van. Then the scene ramped up an entire tax bracket when the guys from Ducati North America dropped off the much pricier and more exclusive Panigale R. With this wealth of exotic hardware at my disposal, the charitable thing to do was share this ultimate track-day experience with another in need of speed.

Who better than Eric Bostrom? Not only does the retired professional Superbike racer and former AMA Supersport champ have an extensive racing resume, he also possesses riding gear with CW logos! EBoz, as fans know him, is a Northern California native who intimately knows the 11-turn, 2.23-mile circuit nestled in the hills east of Monterey Bay. Although he’s had multiple great performances at the track, he considers his win aboard a factory Ducati 999 in the 2005 AMA Superbike National the most memorable. Both bikes wore their stock-fitment Pirelli Diablo Supercorsa SP tires, although the Duc’s are Type 2s, the newest version of this superb, track-day-focused radial. The morning began with a crash course in electronics 101 as a Ducati representative explained how to navigate the setup menus displayed on the TFT dash display. With the Beemer, I was on my own. Only after messing up the clock setting did I figure out how to access the important stuff. Although frustrating at first, I quickly gained command of toggling through each bike’s myriad setup options. This allowed EBoz to wholly focus on knocking out comparative lap times. Laguna operates under stringent noise regulations to appease its neighbors in the surrounding hills. Even stock bikes, such as the Champions Riding School’s muffled YZF-R6s, are too loud for the sound monitor located between Turns 5 and 6, so a chicane is created at that point with cones to slow and quiet the bikes there. For the record, the HP4 has an Akrapovic titanium exhaust with a large-diameter, straight-through muffler core! Perhaps its saving grace would be the catalyst in the tailpipe keeping decibels in check? While the purchase of a Panigale R includes a Termignoni race exhaust as part of the spares package, we ran the relatively “quieter” stock system at Laguna, before changing to the race exhaust and mapping for dyno and dragstrip testing. With risk of a black flag and banishment from further riding in mind, we were relegated to pulling in the clutch and coasting past the sound shack before resuming the charge under the bridge leading to Turn 6. Eric did his best to be consistent with this during timed hot laps and knocked out a best lap of 1:33.07 on the Panigale and was only .02 seconds off that pace on the BMW! Arriving at those lap times was good fun, as we spent the morning comparing impressions and tweaking the setup of each bike to Bostrom’s liking. It’s amazing that this was all accomplished without a single tool; altering the suspension damping on either bike is accomplished electronically, and spring preload for both shocks is changed via conventional twist knob. While damping changes made to the Ducati’s shock and fork are static in nature (that is, not actively changing in response to how you ride), our HP4 featured fully active Dynamic Damping Control front and rear. Compression- and rebound-damping settings can be adjusted independently at the rear, but an accessory travel sensor for the fork must be added to unlock discreet compression and rebound damping adjustment at the front. Stock, DDC only alters the fork’s overall damping rate. While the Panigale R exudes a hard-edged, race-focused demeanor from the moment you pull onto pit lane, the HP4 proved quite the opposite. Its comparatively relaxed riding position, softer seat pad, initially plush rear damping (thanks to DDC) and “heated grips” lull you in, right up until you unleash its 186 rear-wheel horsepower! Bostrom handed the BMW off to me following our first session, with a warning to be on the lookout for some front shimmy cresting Turn 1, a left bend on the front straight that’s taken flat-out. I added a couple clicks of steering-damper adjustment and held my breath. The climb up the steep hill to the Corkscrew saw the front tire skimming the road surface with a hint of wiggle much of the way, as well. Bostrom suggested firming the rear to deliver a more planted front-end feel. We ultimately settled on adding two full turns of shock preload along with +3 increments of compression and +2 rebound damping, which resulted in better feedback and weight-transfer control.

Although the Ducati’s setup was closer as delivered, Bostrom needed more time aboard the demanding Duc. His primary concern was a tail-wagging tendency under hard braking, which resulted in a top-heaviness at turn-in and an unsettled feeling that lasted down to the apex of the corner. We programmed the Race and Sport ride modes with slightly different suspension damping parameters, allowing on-the-fly comparison of setups. While a modest improvement in overall handling and stability was achieved, the loose, tail-happy feeling persisted. The cure turned out to be right under our left thumb. Simply toggling the Engine Braking Control to its most free-wheeling setting netted nearly a full second off Bostrom’s previous best lap. Putting this into perspective, Bostrom felt both bikes were capable of breaking into the 1:29s on an unadulterated lap. He further speculated that swapping the stock tires for full race-spec rubber would enable him to match the times that carried him to victory aboard the Parts Unlimited Ducati 999 back in 2005. How’s that for progress?! For me, this was an ultimate track-day experience with a racer I’ve long admired. Talking in the pit garage as Mr. Kuhn shot static and detail photos in the late-day light, Bostrom and I marveled over the amazing performance of these two bikes. What amazed us most is just how accessible high performance has become through the advancement of electronics. While both bikes feature anti-lock brakes, Bostrom prefers toggling the BMW’s ABS off for track use, citing a spongy lever when the system cycles. Neither of us were able to detect any hint of intervention when the Ducati’s ABS was on and set for circuit use. And the traction control on both bikes had these two old-school racers shaking our heads in disbelief at how quickly such electronics have changed the riding landscape. Bostrom even asserted that anybody with a hint of ability can ride either of these bikes at a surprisingly quick pace. And yes, he was looking right at me when he said that! For a working-class stiff such as myself, a day spent living large at Laguna was the stuff of dreams as I chased a roadracing hero and painted darkies off any corner I wanted, thanks to total digital control. EBoz is right: Not so long ago, no amount of money could buy the experience these bikes deliver. Which is just one reason arguing for a winner here is so difficult. These are both such satisfying yet different motorcycles, but the Panigale R has an explosive edge to it that almost makes it feel like a twin-cylinder MotoGP bike. Source Cycle World

Make Model Ducati 1199R Panigale
Year 2013
Engine Type Four stroke, 90° “L” twin cylinder, DOHC, desmodromic 4 valves per cylinder.
Displacement 1199 cc / 71.2 cu in
Bore X Stroke 112 x 60.8 mm
Cooling System Liquid cooled
Compression 12.5:1
Lubrication Wet sump
Induction Mitsubishi EFI, Full ride-by-wire elliptical throttle bodies
Exhaust 2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel mufflers with alumimum outer sleeves
Ignition Digital CDI
Starting Electric
Max Power 143 kW / 195 hp @ 10750rpm
Max Torque 132 Nm / 13.5 kgf-m / 97.4.1 lb-ft / @ 9000rpm
Clutch Slipper and self-servo wet multiplate clutch with hydraulic control
Transmission 6 Speed
Primary Drive Straight cut gears, ratio 1.77:1
Gear Ratios 1st 37/15, 2nd 30/16, 3rd 27/18, 4th 25/20, 5th 24/22, 6th 23/24
Final Drive Chain 525; front sprocket 15; rear sprocket 39
Frame Monocoque aluminum
Front Suspension Öhlins NIX30 43mm with TiN, fully adjustable usd fork. Electronic compression and rebound damping adjustment
Front Wheel Travel 120 mm / 4.72 in
Rear Suspension Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment. Adjustable linkage: Progressive/flat. Aluminum single-sided swingarm
Rear Wheel Travel 130mm / 5.12in
Front Brakes 2 x 330 mm Semi-floating discs, radially mounted Brembo Monobloc M50 4-piston callipers, ABS optional +2.5kg (+5.5lb)
Rear Brakes Single 245 mm disc, 2 piston caliper
Front Tire 120/70 ZR17 Pirelli Diablo Supercorsa SP
Rear Tire 200/55 ZR14 Pirelli Diablo Supercorsa SP
Rake 24.5°
Trail 100 mm / 3.9 in
Dimensions Height 1100 mm / 43.31in Length 2075 mm / 81.69 in
Wheelbase 1437 mm / 56.6 in
Seat Height 824 mm / 32.4 in
Dry Weight 164 kg / 361.5 lbs
Fuel Capacity 17 L / 4.5 US gal / 3.7 Imp gal
Instrumentation Digital unit with TFT color display: rev counter, speed, gear selected, odometer [Menù 1: trip 1, trip 2, trip fuel], coolant temp [Menù 2: average and actual fuel comsumption, average speed, trip time, air temperature], lap times, selected Riding Mode, DTC level, EBC level, DQS status, ABS level, DDA status (only if mounted), GPS status (only if mounted), SERVICE, diagnostic, clock, full status and/or management of Riding Modes, ""Parking"" mode. Display lay-out: ROAD/TRACK (integrated with Riding Modes). Display backlight colors: DAY/NIGHT (manual or auto selection). Warning lights: oil pressure, neutral, EOBD, turn signals, fuel reserve, high-beam, ABS (if oem), over rev, DTC intervention, immobilizer (in Key-off). DES control (Electronic Suspension). Light control: automatic shutdown while engine start, automatic shutdown after 60s from key-on without engine ignition. All funtions integrated and managed by left and right handlebar switches


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