Despite not appearing that much smaller on paper, the 899 Panigale is
considerably smaller when seated in the saddle compared to the outgoing
848. The reach to the handlebars isn’t nearly a stretch and the rider
triangle is more neutral akin to that of a modern Japanese sportbike.
It’s still plenty narrow due to its L-Twin engine configuration and
doesn’t feel any heavier than the superbike version in spite of its
modest weight increase.Having never ridden on rain tires or at Imola for that matter, we set
off on the 899 in Wet mode. This electronically limits engine power and
also modifies throttle response making it less sensitive when twisted.
By default it also selects a wheel spin restrictive traction control
setting, and more invasive anti-lock braking program. However each
setting can be tuned via a switch on the left handlebar, but the
motorcycle must be stopped to do so. Curiously, the menu system isn’t
nearly as slick as the 1199’s and require some time and button fumbling
to understand its controls.
We’ve never been big fans of Ducati’s traction control, on dry tracks
anyways, but in the rain its functionality was impeccable. It allowed
for immediate bike control in foreign conditions without having to worry
if the rear end was going to come around during acceleration. Of
course, a very large sum of credit goes to Pirelli’s fantastic wet
weather tires with their deep and abundant tread grooves, but the
traction control setting in wet mode (DTC 7) gave us just the confidence
to fully lean on it, pinning the throttle off corners.The 899 shares the forward portion of the Panigale’s monocoque-style
aluminum frame in which the front and rear suspension are linked via the
engine cases, though the 899’s steering head angle is 0.5-degree
sharper (24 degrees) with 4mm less trail. At the rear it employs a
conventional-looking double-sided swingarm fabricated from aluminum
opposed to a single-sided piece. This was done to save cost and to
distinguish it from the premium Ducati superbike. Wheelbase is listed at
56.14 in. (0.16 in. shorter than the 848 EVO). Other differences
include the use of a steel subframe and the presence of Showa’s latest
big piston fork design, contrary to the Marzocchi or Ohlins units used
on the 1199 standard and S model. The wheels and tires are also
different with 899 using less costly aluminum wheels shod with Pirelli’s Diablo Rosso Corsa sport rubber in sizes 120/70-17 front and 180/60-17 at the rear.
Like the standard 1199 the 899’s gas-charged shock is sourced from
Sachs, but operates within a non-adjustable and street-riding friendly
progressive-rate link. The fuel tank still gives 4.5-gallons of capacity
but is made from steel instead of the 1199’s plastic fuel cell and the
front braking calipers are Brembo’s lower-spec M4 calipers. It is
important to note however that the M4’s are still machined from a solid
piece of aluminum making them of higher quality than the two-piece
calipers that the original generation 848 used. Lastly the 899 gets a
slightly thicker rider seat and a more basic-looking, one-color
instrument display. Although the 899 is approximately 10 pounds less
than the machine it replaces it’s also around 11 pounds more than the
standard 1199 at a claimed 426 pounds with fuel, ready to ride.
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