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1. Fast Bikes Issue 256 – January 2012
2. Joined Fast Bikes On Facebook Yet?
3. Fast Bikes Forum Now Live!

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1. 2012 Ducati 1199 Panigale

The Corse gets the full 8-level Ducati Traction Control (DTC) and the Ducati Quick Shift (DQS) system, fully adjustable Öhlins rear suspension, 330mm front brake discs and full-on Corse styling. It may not be as exotic as the Panigale, but it will probably be half the price too!

See the full Ducati 848 technical specifications.

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1. 2012 Ducati 1199 Panigale

Monocoque Technology
The chassis merges multiple parts into one compact and lightweight component; integrating the airbox to become one of the key elements reduces the overall dry weight by an incredible 10kg. Using the Superquadro engine as a stressed member of the chassis, the short and strong monocoque is made in die-cast aluminium and is responsible for 5kg of the overall weight saving. Attaching directly to the rear of the engine, the new fully die-cast aluminium, single-sided swingarm is 39mm longer than the 1198’s.

Electronic Suspension
The Panigale S and Tricolore are fully equipped with the Ducati Electronic Suspension (DES) system by Öhlins. The fork is a 43mm Öhlins NIX30 unit, with electronically adjustable compression and rebound damping, while spring preload is manual. The Öhlins TTX36 rear unit features twin tube technology, and is also electronically adjustable for compression and rebound damping, while spring preload is kept manual, too.

The electronic adjustment can be made either by using the pre-set ‘Riding Modes’, or in independent mode, which allows you to use your own personal and saveable suspension settings.

New Brembo Brakes
Brembo’s new Monobloc M50 calipers also find their way onto the 1199, reducing unsprung weight by a further 0.5kg. They feature four 30mm pistons each, which then grip 330mm discs. This is combined with the Sport ABS, which uses the latest 9ME Bosch processor, and can be set in Race, Sport and Wet riding modes.

The Engine
Called the Superquadro, the name refers to it being an over-square configuration. With plenty of input from the Corse division, the motor was drawn up from a blank sheet. It uses a massive 112mm bore, which allows engineers to up the rev limits thanks to the shorter distance it has to travel through the ultra-short 60.8mm stroke. The wider piston also allows for a bigger valve surface area, again a feature that plumps power. Peak figures are quoted as a whopping 195bhp of power and 133Nm of torque. Feeding the frenzy are larger oval throttle bodies fed by twin injectors that are engaged by a new ride-by-wire software system.

The Desmo valve system is retained, but gone are the belts, replaced by chain and gear driven system that should improve reliability and allow longer service intervals. At the end of the exhaust cam drive gear is a clever centrifugal flyweight that retracts to rotate a protrusion to create inlet valve lift, decompressing the motor to help it start more easily. This in turn means the Panigale uses a smaller battery, saving 3.3kg in the process. Other features include a wet clutch with slipper, titanium valves and magnesium alloy casings.

The Panigale will be available in March, with prices starting at £14,995 for the 1199 Panigale, £15,750 for the 1199 Panigale ABS, £19,750 for the 1199 Panigale S ABS and £23,495 for the 1199 Panigale S Tricolore.

See the full Ducati 1199 Panigale technical specifications.

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Here’s what’s inside:

And you get one of these for free! (Benjamin not included.)

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It’s called the Superquadro as it uses a massively over-square bore, and Ducati claim that this is good for an amazing 195bhp and 98.1 lb-ft of torque. Weight is down, electronic Riding Modes ensure ridability and major service intervals are extended to 24,000km.  Architecture-wise, the 90-degree V (or rather L angle) is retained, as is the Desmodromic valve system.

The motor is a fully stressed member of the chassis, but has been rotated backwards around the crankcases by six-degrees.  This enables the motor to be shifted 32mm forwards to improve weight distribution.  Crankcases are vacuum die-cast using weight saving Vacural technology – as we’ve seen in other members of the Ducati family. Primary drive, clutch, sump and cam covers are all made from lightweight Magnesium alloy. The crankcases use shell main bearings in the crank, technology borrowed from the Desmosedici RR. This removes the roller bearing system and enables larger crank journals to be used – increasing strength in this area.

The bore and stroke figures are 112 x 60.8mm. Peak power is at 10,750rpm, with peak torque reached at 9,000rpm. The bore and stroke rtio allows the motor to be revved higher and increases the cylinder head area, to allow bigger valves. Inlet valves have been increased from 43.5 to 46.8mm and exhaust valves change from 34.5 to 38.2mm. This is significant stuff. Because the valves are bigger, inertial forces are controlled by using lightweight titanium over steel. Previously only R models used these valves. Racing-derived rocker arms are now employed, with a polymeric-like carbon coating. Pistons have a double-ribbed undercrown to improve strength and reduce friction on the piston wall. Throttle body sizes are increased to take advantage of the new top end. They now stand at 67.5mm, from 63.9mm and remain fly-by-wire using twin injectors. A secondary air system completes the oxidisation of unburned fuel to reduce emissions. New, stronger gears have been designed, engaged by a wet clutch – closely modelled on the Multistrada and Diavel clutches. A slipper function is also used.

So that’s the news on the motor. We’ve yet to hear about what’s going on with the chassis, but expect to learn lots at the EICMA show in Milan from the 10th November.  Head here from more details.

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The first Ducati I was really aware of was the 851. The neighbour of my best mate had one, and incredibly he commuted on it daily, and parked it outside his house all year round, whatever the weather. The noise stirred my soul though – I knew I wanted one. The 888 did nothing to put me off, and by the time the 916 was released, I was spending more time thinking about Ducatis than anything else.

Ducati 888 SP5 – sadly not owned by me

The only spanner shaped thing in the fulfilment of my desires was a significant lack of moolah. I came close to getting my hands on my first Italian in 1997, but the fear of reliability issues and endless bills eventually got the better of me, and I bought a Yamaha TRX850 instead – yes, the poor man’s Ducati 900SS of the day.

It wasn’t until years later that I finally got to ride a Ducati – and felt the crushing tide of disappointment wash over me. I was lucky enough to ride a flurry of Ducati models, each one leaving me no more excited than the previous one had. The 998 was the only salvation, but the allure of Jap fours with their effortless power, smooth delivery, bulletproof reliability and easy handling was too strong. I’d fallen out of love.

After of few years though, the clinical supremacy of the Jap fours was beginning to leave me a little cold, and the tangible soft spot I had for the overwhelmingly unpopular 999 was doing a good job of keeping a spark of admiration alive for the red brand (yellow Ducatis don’t exist to me). And then, a couple of years ago I bought my first Ducati, a 900SS – the bike I’d nearly bought in 1997. It was, in almost every way, the lowest performing Ducati I’d ever ridden, and yet I loved it. The light weight, nimble handling and thumping 2v motor conspire to hurtle you down the road with surprising pace, a full aural assault, and great emotion.

My 1993 Ducati 900SS

Ever since I fell back in love, I’ve been hankering after more – and the 916 family has always been at the front of the queue for my affections. Eventually you have to give in, too. So I’ve been hunting for a few months now, but nothing has quite felt right enough, or affordable enough, to make me hand over the cash. But that changed this week after I appealed for a good clean bike at a good clean price via our Facebook page. Only one reader offered their Ducati up for scrutiny, so I headed down into Dorset in our Primastar, armed with a wad of cash. And as if by fate – it passed the test.

So I’ve finally got a 996 – the last of the desmoquattros before the 998 commenced the Testastretta family. It’s an early one too – chassis number 80 to be exact, registered in early October 1998. It’s not immaculate, but I’ve seen worse from some of our longtermers at the end of a year of use – so I’ve no complaints about the beauty of my 996, which celebrated its 13th birthday this week.

My 1998 Ducati 996 Biposto

Excellent condition aside, it’s the originally that helped to close the deal. The cans have been changed for thunderous carbon SilMoto ones, the mirrors are genuine colour coded ones, a carbon hugger has been added, and a taller screen fitted. That’s it. And I’ve got all the original parts too – which are also in excellent condition. It even came with all the original books, both keys (one of which has never been used, and still hangs from the supplying dealer’s leather fob), and a patchy history – which is the only let down.

I’ll be giving it a full service, new belts, and a fresh pair of boots before I go anywhere on it, and while it’s not going to be a total garage queen, it won’t be seeing salt, and will only see rain if we get caught out. I’m not going to ruining its originality either. This will either be the beginning of something beautiful – or the most fantastically attractive nightmare. I’ll keep you posted.

Moby

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With 33 manufacturers (which is basically all of them) confirmed as exhibitors, a hoard of retailers, and stacks of interactive attractions, you’re certainly not going to get bored. Of course, you may end up broke by the time you leave, though.

This’ll be your first chance to see all the new 2012 bikes in the flesh, and there’s quite a bit to see. There’ll be the new Honda CBR1000RR Fireblade, Yamaha YZF-R1, Suzuki GSX-R1000, Husqvarna Nuda 900R, Ducati Streetfighter 848, BMW S 1000 RR, and a host of updated tweaks to pour over.

You can take the whole family along too, because even if they don’t ride already, they can have a go at the NEC. The ‘Get On’ campaign will be there, er, getting people on motorbikes for the first time, and if your nippers fancy a go (and why wouldn’t they), then Honda’s ‘My First Licence’ will be giving them the chance to catch the bike bug.

And to cap it all, Fast Bikes is sponsoring the ‘Question of Bikes’ attraction this year, with our good friend Stavros on the mic, most probably saying inappropriate things in public, as usual. See you there!

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