Panigale : les premiers essais "presse"

[Valen]

Et de 1 de la part de Visordown.com qui vient juste de descendre de la moto

http://www.visordown.com/road-tests-fir ... 20053.html
I'm sure you won't have any sympathy, when I say I could have done with more time on Ducati's new 1199 Panigale S at the Yas Marina F1 circuit in Abu Dhabi.

That's not to say I didn't have enough time to form an opinion in the four sessions we had but with each session under my belt the Panigale just felt better and better. In the spirit of past Ducati superbikes, this is a proper rider's bike.

Before we go into how the bike rides, I want to run you through some of the technology involved because it plays a vital part in how this bike feels. First there's DTC which is Ducati's Traction Control. Don't get this confused with the DTC of old, this new iteration is so much smoother the the last. Then there's DQS, which is Ducati's Quick Shift, it helps you feel in gears with such speed you wonder whether it's actually cheating. Then there's EBC, which is Ducati's Engine Brake Control, designed to help keep the rear wheel behaving on rapid downshifts. EBC wasn't my cup of tea but it definitely contributes to the bike's feel.

Barely three corners in and what stood out to me and continued to stand out throughout the day was the engine. Not how much power it makes - although it does make a lot - but how it delivers it power. It is so smooth off the bottom and feels completely different to the 1198SP. The 1198SP, although a good bike, just isn't as usable in lower gears as you'd like it to be. To be honest, I thought the 1199 Panigale was going to be more extreme but it just isn't. It has precisely the amount of drive you want, not need, but definitely not such an excess that you wince every time you open the throttle out of a hairpin.

It doesn't feel like a twin but it doesn't lose the characteristics that I love about twins; torque, usable drive, the narrow riding position and the noise. The noise! It is so smooth and revs so quickly that if someone told you the Superquadro powerplant was actually a v-four, I'm not sure you'd disgaree.

I know that comparing the Panigale to the 1198 isn't really fair, but the 1198 typifies a lot of the characteristics of Ducati sportsbikes harking back to the 916; you feel like you're sat on them rather than in them, they feel firm and they demand effort. Lots of it. There is so much about the Panigale that's different, it's no longer just another bigger faster version of a bike that 15 years ago was a 916.

Again, all the hype leading up to the Panigale's launch left me thinking it was going to be more extreme than the 1198 the but riding position is really comfortable. You feel like you're sat in the bike, not on it. The reach to the footpegs is roomy and that's not something I'd have ever said about a Ducati sportsbike. The bars are wide but Ducati's design makes them look light on switchgear, further enhancing the race-bike feel. That extra room makes all the difference and the riding position feels natural, definitely not extreme. I daresay that, although the Panigale looks smaller than the 1198SP, it would suit taller riders better than most superbikes.

A lot of the areas where the Panigale benefits are to do with user feel and confidence. The old Brembo monobloc calipers, as used on the Hypermotard EVO 1100SP, 848 EVO and 1198SP are fantastic brakes, amazingly powerful and with the right master cylinder, give good feel. However, I can't forget the first time I used them: it felt like someone had shoved an iron bar in the front wheel. The old monobloc's ******* is incredible and starts off being something you fear rather than embrace. Brembo and Ducati have worked together to revise the monobloc calipers on the Panigale and the result is brakes that no longer have the iron bar feel. Some sportsbikes are guilty of being under-braked and having brakes that fade on track, not this one.

I mentioned DQS earlier, Ducati's Quick Shift. Well it's not strictly DQS that makes all the shifting difference, it's also the new gearbox. It's slick and precise, like slotting bullets into a rifle. On some Ducati models the gearbox has a habit on throwing in a false neutral, often between fourth and fifth but I didn't miss one gear today, partly down to the new 'box and partly down to the DQS, which lines up another gear at the merest whiff of pressure. No backing off, no clutch, just bang, bang, bang in they go. Like I said: it feels like you're cheating.

Ducatis and handling go together like bees and honey, right? Right. Sat here now, I've only just realised that not once today did I think about Rossi's front-end woes with the GP bike's monocoque chassis. Put simply, it works and it works amazingly well. Sure, the Ohlins NIX30 and TTX36 on the Panigale S that we were riding definitely help, but the standard Panigale's Marzocchi forks and Sachs shock are unlikely to disappoint. The Panigale flicks from left to right with the eagerness of an R6, it's not a bike that requires effort to get it turned, it's not slow to steer like some big Ducatis but at the same time it's not slightly and nervous. The only drawback is Ducati's new technlogy EBC, when it's in its most intervening mode..

The EBC system applies a measured about of throttle opening to stop the rear tyre from moving around so much under heavy braking. Even coming off the back straight, flat in 6th, grabbing the clutch, heading to second and dumping the clutch doesn't faze it. It is so hard to get the Panigale to step out of line under heavy braking, so the EBC definitely works, but when you tip in late, still 'dragging' the rear wheel (even though you'd never notice it) the system does notice it and applies a tiny amount of throttle.

So what's the downside? Well, in a slow 1st or 2nd gear chicane or hairpin, when you've tipped in it the throttle opening takes you slightly off line. It's like jumping on someone else's computer and tapping the wrong keys on the keyboard you're not used to. Luckly, EBC can be turned off, but, like the keyboard, you quickly get used to it. If I was looking for faster lap times, I'd turn it off because I've never really worried about the rear moving around on the approach to a corner.

There's no denying the Ohlins factor, but the bike's naturaly stablility, both on the brakes and mid corner is one of its real strong points. It feels so settled mid corner it begs you to get on the gas earlier and often lures you in. Or at least, that's my excuse.

Now, I'm a huge fan of traction control, but only when you can't feel it. Some systems cut the power aggressively which can make you almost headbutt the top yoke. I'm not naming any names, Mr Original BMW S1000RR. When it's good, like Kawasaki's lastest ZX-10R then it's exceptional and massively improves my enjoyment of the bike.

I don't buy the argument that if it's got TC then it obviously doesn't handle properly but traction control and good handling are not mutually exclusive. When it comes to the Panigale, it really feels like the DTC is woven into the bike, not just bolted onto it. I couldn't begin to tell you how many times the traction control was cutting in around the Yas Marina circuit, but it doesn't matter. What does matter is that it works, you can trust it and it'll help you and the Panigale gel. You really feel this is a bike that wants to be ridden hard but also wants to help you get to a place where you can.

I feel like I've not talked enough about the engine or more specifically, the outright power it makes. To be honest with you, I wanted to make it through this review without mentioning outright horsepower figures at all because at no stage do you feel like the power is an outrageous excess that needs taming. It's not being waved in your face as is the case with the 1198SP and yet the Panigale is claimed to produce 25bhp more. It sure is quick, but it's quick in a much subtler way than any v-twin I've ridden. If at one end of the scale you have an inline-four and at the other, a v-twin, then somewhere along that scale, closer to the inline-fours is Yamaha's cross-plane R1 engine. Well, the Panigale sits on he scale a mirror image of the Yamaha. It's got a hint of four-cylinder smoothness.

So that's the Ducati 1199 Panigale S. It's not just the another 1 after the 1198, it's a completely different animal. Bursting with technology that you barely notice, yet it has a huge influence on the bike and how confident you feel on it.

The Panigale feels right, right out of the box.



Désolé Tonton j'ai pas le courage de tout traduire la

[tontongiorgio87]

sal***!

[creek1098]

:pouce::pouce: :pouce::pouce: :pouce::pouce: :pouce::pouce: Du tonnerre bordel cette mob !!
Vais craquer môôaaa !!!

[tontongiorgio87]

Je suis sûr que vous n'aurez pas toute la sympathie, quand je dis que je pourrais avoir fait avec plus de temps sur Ducati Panigale nouvelle S 1199 sur le circuit de F1 de Yas Marina à Abu Dhabi.

Cela ne veut pas dire que je n'ai pas eu assez de temps pour se former une opinion au cours des quatre séances que nous avons eues, mais à chaque session sous ma ceinture l'Panigale me sentais de mieux en mieux. Dans l'esprit de Superbike Ducati dernières, il s'agit d'un coureur de vélo de bonne.

Avant d'entrer dans la façon dont les promenades à vélo, je tiens à vous passer en revue certains de la technologie impliquée, car il joue un rôle essentiel dans la façon dont cette moto se sent. Il ya d'abord le DTC qui est de Ducati Traction Control. Ne le confondez pas avec le DTC de la vieille, ce nouvelle itération est donc beaucoup plus lisse de la dernière. Ensuite, il ya DQS, qui est Ducati Quick Shift, il aide à vous sentir dans les engrenages avec une telle vitesse que vous me demande si c'est réellement la tricherie. Ensuite, il ya EBC, qui est le contrôle de Ducati Engine Brake, conçu pour aider à garder la roue arrière se comporter lors des rétrogradations rapides. EBC n'était pas ma tasse de thé mais il contribue certainement à sensation de la moto.

À peine trois coins dans et ce qui est ressorti pour moi et continue de se démarquer tout au long de la journée a été le moteur. Pas la quantité d'énergie qu'il fait - même si cela fait une beaucoup - mais comment il le délivre de puissance. Il est donc lisser le fond et se sent complètement différente de la 1198SP. Le 1198SP, même si une bonne moto, n'est pas aussi utilisable dans les rapports inférieurs que vous le souhaitez qu'elle soit. Pour être honnête, je pensais que le Panigale 1199 allait être plus extrême, mais il n'est tout simplement pas. Il a précisément la quantité d'entraînement que vous voulez, pas besoin, mais certainement pas un tel excès que vous grimace chaque fois que vous ouvrez le gaz sur une épingle à cheveux.

Il ne se sent pas comme un frère, mais il ne perd pas les caractéristiques que j'aime sur les jumeaux; couple, disque utilisable, la position de conduite étroit et le bruit. Le bruit! Il est si lisse et si vite que régime si quelqu'un vous dit le groupe motopropulseur Superquadro était en fait un v-quatre ans, je ne suis pas sûr que vous disgaree.

Je sais que la comparaison du Panigale à la 1198 n'est pas vraiment juste, mais la 1198 est caractéristique de beaucoup des caractéristiques de les sportives Ducati Renouant avec la 916, vous vous sentez comme si vous étiez assis sur eux plutôt que dans eux, ils se sentent cabinet et ils exigent des efforts. Beaucoup d'elle. Il ya tant de choses sur l'Panigale qui est différent, il ne s'agit plus seulement un autre plus grand version plus rapide d'un vélo qu'il ya 15 ans était un 916.

Encore une fois, tout le battage médiatique qui a précédé le lancement de la Panigale m'ont laissé penser qu'il allait être plus extrême que la 1198, mais la position de conduite est vraiment à l'aise. Vous vous sentez comme si vous étiez assis sur le vélo, pas sur elle. La portée des repose-pieds est spacieuse et ce n'est pas quelque chose que je n'ai jamais dit à propos une sportive Ducati. Les bars sont larges, mais la conception de Ducati fait paraître la lumière sur appareillage, ce qui renforce la sensation de course moto. Cette pièce supplémentaire fait toute la différence et la position de conduite semble naturel, certainement pas extrême. Je crois pouvoir dire que, bien que le Panigale semble plus petite que la 1198SP, il conviendrait pilotes de grande taille mieux que la plupart superbikes.

Un grand nombre des domaines où les bénéfices sont Panigale à voir avec sensation d'utilisateur et la confiance. Les anciens étriers monoblocs Brembo, comme sur la EVO Hypermotard 1100SP, 848 EVO et 1198SP sont des freins fantastiques, incroyablement puissant et avec le maître-cylindre droit, donner une bonne sensation. Cependant, je ne peux pas oublier la première fois je les ai utilisés: on avait l'impression que quelqu'un avait poussé une barre de fer dans la roue avant. Le vieux monobloc de ******* est incroyable et commence d'être quelque chose que vous craignez plutôt que l'étreinte. Brembo et Ducati ont travaillé ensemble pour réviser les étriers monoblocs sur le Panigale et le résultat est des freins qui n'ont plus la sensation barre de fer. Certains les sportives se sont rendus coupables d'être sous-freiné et ayant des freins qui se fanent sur la bonne voie, pas celui-ci.

Je l'ai mentionné plus tôt DQS, Quick Shift Ducati. Eh bien, il n'est pas strictement DQS qui fait toute la différence décalage, c'est aussi la nouvelle boîte de vitesses. Il est lisse et précise, comme mortaisage balles dans un fusil. Sur certains modèles Ducati la boîte de vitesses a l'habitude sur les jetant dans une fausse neutralité, souvent entre les quatrième et cinquième, mais je n'ai pas manqué une marche aujourd'hui, dû en partie à la boîte de la nouvelle »et en partie vers le DQS, qui aligne une autre vitesse à la moindre bouffée de pression. Pas de support off, pas d'embrayage, juste bang, bang, bang où ils vont. Comme je l'ai dit: il se sent comme tu triches.

Ducati et de manutention vont ensemble comme les abeilles et le miel, non? Droit. Sat ici maintenant, je viens juste de réaliser que pas une seule fois aujourd'hui que je pensais au sujet de Rossi frontaux malheurs avec châssis monocoque de la moto GP. En d'autres termes, il fonctionne et il fonctionne étonnamment bien. Bien sûr, le Ohlins NIX30 et TTX36 sur le S Panigale que nous étions à cheval certainement aider, mais les fourches du Panigale Standard Marzocchi et amortisseur Sachs est peu probable que de décevoir. Les films Panigale de gauche à droite, avec l'ardeur d'une R6, ce n'est pas un vélo qui exige un effort pour l'obtenir tourné, il n'est pas lent à diriger comme un grand, mais Ducati dans le même temps, ce n'est pas peu et nerveux. Le seul inconvénient est de Ducati nouvelle technlogy EBC, quand il est dans son mode le plus intervenir ..

Le système EBC applique un. Mesurait environ d'ouverture du papillon d'arrêter le pneu arrière de se déplacer tant en vertu de freinage brusque Même venant de l'arrière droite, plane en 6ème, en saisissant l'embrayage, la position à la seconde et le dumping de l'embrayage ne pas découragé il. Il est si difficile d'obtenir le Panigale à sortir de la ligne en vertu de freinage brusque, de sorte que le EBC fonctionne vraiment, mais quand vous la pointe à la fin, toujours «glisser» la roue arrière (même si vous ne l'avais jamais remarqué), le système ne s'en apercevoir et applique une quantité infime de gaz.

Alors, quel est l'inconvénient? Eh bien, dans un 1er lente ou chicane 2ème ou en épingle à cheveux, quand vous avez basculé dans l'ouverture du papillon vous prend un peu hors ligne. C'est comme sauter sur l'ordinateur de quelqu'un d'autre et appuyant sur les touches sur le clavier mauvaises que vous n'êtes pas habitué à. Luckly, EBC peut être désactivée, mais, comme le clavier, on s'habitue rapidement à elle. Si je cherchais chronos plus rapides, je l'éteindre, parce que je n'ai jamais vraiment inquiet à l'arrière se déplacer sur l'approche à un angle.

On ne peut nier le facteur Ohlins, mais stablility exploitable et de la moto, à la fois sur les freins et un coin mi est l'un de ses réels points forts. Il se sent tellement réglé coin mi il vous supplie d'obtenir sur le gaz plus tôt et attire souvent que vous po Ou du moins, c'est mon excuse.

Maintenant, je suis un grand fan de contrôle de traction, mais seulement quand vous ne pouvez pas le sentir. Certains systèmes couper l'alimentation agressive qui peut vous faire presque coup de tête le joug dessus. Je ne suis pas nommer de noms, M. d'origine BMW S1000RR. Quand ça va bien, comme Kawasaki ZX-10R lastest alors il est exceptionnel et améliore massivement mon plaisir de la moto.

Je n'achète pas l'argument que si il possède TC puis ne veut évidemment pas gérer correctement, mais le contrôle de traction et une bonne maniabilité ne sont pas mutuellement exclusives. Quand il s'agit de l'Panigale, il se sent vraiment comme le DTC est tissé dans la moto, et pas seulement boulonné sur celui-ci. Je ne pouvais pas commencer à vous dire combien de fois le contrôle de la traction a été couper dans le tour du circuit de Yas Marina, mais il n'a pas d'importance. Ce qui importe est que cela fonctionne, vous pouvez lui faire confiance et ça va vous aider et le gel Panigale. On se sent vraiment que c'est un vélo qui veut être monté dur, mais veut aussi vous aider à obtenir à un endroit où vous le pouvez.

Je me sens comme je n'ai pas assez parlé du moteur ou, plus précisément, la puissance pure et simple il fait. Pour être honnête avec vous, je voulais le faire à travers cette revue sans mentionner les chiffres puissance pure et simple du tout, car à aucun moment vous sentez-vous comme le pouvoir est une démesure qui doit apprivoiser. Il ne s'agit pas d'être agité dans votre visage comme c'est le cas avec le. 1198SP et pourtant la Panigale est revendiquée pour produire 25bhp plus Il est sûr rapide, mais il est rapide d'une manière beaucoup plus subtile que tout v-twin Je suis monté. Si à une extrémité de l'échelle que vous avez un inline-quatre, et l'autre, un v-twin, alors quelque part le long de cette échelle, plus proche des fours inline-est de Yamaha cross-plan moteur de R1. Eh bien, la Panigale est assis sur l'échelle, il une image miroir de la Yamaha. Il a un soupçon de douceur à quatre cylindres.

Donc, c'est la Ducati 1199 S. Panigale Ce n'est pas seulement le 1 autre après la 1198, c'est un animal complètement différent. Débordant de la technologie que vous remarquerez à peine, mais il a une énorme influence sur le vélo et comment vous vous sentez confiant à ce sujet.

La Panigale se sent le droit, dès la sortie de la boîte.

[creek1098]

traduction gogole
cabinet vélo et tutti quanti

[Valen]

Sinon la version brève en language des signes:

:pouce::pouce: :pouce::pouce:

[tontongiorgio87]

jamais content

[Oliverhmo]

enfin ils l ont rendu plus facile en résumé

[Valen]

Un deuxième avis d'un journaliste anglais:

The new for 2012 Ducati Panigale steers faster than any previous Ducati production superbike.
Rest assured hardened Ducatista – the new Ducati 1199 Panigale is still, very much a Ducati. From the sound and feel of the engine, through to the way it has a playful weave when pushed to the limit at high speeds. But the chassis, the way it steers and the way the new Superquadro engine builds revs so quickly all stand head and bright red shoulders above previous Ducatis. A quick geeky tech-check here (adopts suitably nasal tone), Superquadro means over-square, referring to the large pistons and short stroke of the engine which contribute to the smoother engine feel and willingness to gain revs. Haw haw.

Riding around the Yas Marina circuit in Abu Dhabi, I’m feeding the new Panigale gear after gear down the back straight, trying to remind myself that this is a V-twin. When I try and hold onto a gear between corners and clip the rev limiter that I’m reminded that there are only two cylinders working away down there. Brake down the hill, flick into the tight left hander, pick it up again to miss the kerb and repeat for three laps until I get my head around how much faster this new bike steers compared to the old 1198.

All this is before we get to the extensive electronics package and accompanying list of ridiculous acronyms. DDA+, DTC, EBC, ABS, DQS, DEC – it’s like being at some ridiculous computer nerds convention, but all you need to know for now is that the rider aids all work and any that are too intrusive for your personal liking can be reduced or switched off. Lovely old job.
BUT I DON'T LIKE DUCATIS...
If you’ve written off Ducatis because you don’t like the riding position or the handling or the lumpy engines or any of the little awkward glitches that the Ducati fans call character, then I urge you to reconsider and try a Panigale. The character features aren’t gone completely, but the whole experience is more refined and easier to get on with from the more upright riding position with closer handlebars to the way it turns to meet an apex without you having to get written permission in advance. Don’t get me wrong, I loved the way the old 1198 felt and rode and, thankfully, even with its new-found refinement, the Panigale hasn’t left me wanting in the character stakes.

Bon encore un qui a passé une bonne journée et qui est raccord avec l avis precedent: ça roule plus vite, ça tourne plus vite, c'est plus efficace etc.... et apparemment ça n'a pas perdu le "caractère" ducati, ça a juste perdu les "petits défauts"...

[Oliverhmo]

il faut l espérer

[Valen]

Et encore un essai UK qui a les mêmes commentaires (ça pousse, ça tourne, ça déchire...)

http://www.motorcyclistonline.com/first ... index.html

[Grand Schtroumpf]

Ca donne envie !

[Valen]

Un demi HS mais Troy a lâcher sur Tweeter quelques infos techniques

Vitesse max: aux alentours de 310 km/h....

Les tours moyen sont en 2:15, il en a fait un sans se cracher dans les mains en 2:04 (les F1 mettent a peine 20 sec de moins au tour.....)

[creek1098]

:pouce::pouce: :pouce::pouce: Arretez !!!

[fireman 2]

je vous en supplie, ne mettez plus ce genre d'infos.....
tous les streetfightistes vont vendre leur moto pour acheter cette bête !!!!

[Miniken]

Merci pour les articles !

('tain moi il va falloir que je me mette à lire des articles de moto en anglais, j'ai pas compris tout un tas de mots qui touchent au monde de la mécanique )

[Valen]

Et encore un ptit du magazine anglais Ash on Bike:


Ducati 1199 Panigale S
Kevin Ash
Pictures: Milagro


Wrench open the throttle, feel the bike beneath you writhe as it punches forward with hungry force, and you’re not thinking about breathtaking technology, taut and feline style or searing performance. It’s much simpler than that: the Ducati 1199 Panigale is just the sexiest motorcycle ever built.

The rest contrives to create that aura of course: it wouldn’t stir those most base of emotions without arresting you visually, with a second rate response to your inputs or reheated engineering. But there’s something extra here, something beyond the reach of CAD and FEM and stopwatches and scales. It’s a sprinkling of magic, an allure that when you go out to your garage in the morning, not even to ride but still you see it waiting there, temptation poised, you will think yes, today is already a better day.

The technology alone is seductive, though like a teenage boy with his first willing girl, it’s hard to know where to start. The front, where the high spec Panigale S reveals its motorcycling-first LED headlights? The Brembo monoblocs? Not just Brembo monoblocs, but new Brembo monoblocs for the Panigale, seven per cent lighter than the old. Or beneath the skimpy red attire, the aluminium monocoque frame, just 9.3lb (4.2kg) clamped to the V-twin engine to create a chassis stiff enough to contain 192bhp (195PS, 143kW) and direct it accurately through curves.

For a full insight into this radically new machine, I'll post a separate tech feature very soon, but be warned, if technology turns you on, this is hardcore. In summary, the Ducati 1199 Panigale has the biggest pistons at 112mm of any production car or motorcycle, matched only by the Suzuki M1800S with its 50 per cent bigger capacity. It’s massively oversquare so it can use huge titanium valves for the colossal gas flow needed to generate all that power, and without desmodromics to control them, it simply couldn’t happen.

We know it’s new, but just how new is summed up in an extraordinary fact: this is the first Ducati twin to use different crank and gearbox centre dimensions since the Pantah 500 SL of 1980. Until now, every engine since has continued the belt driven cams and roller bearing crank spec, and retained the distances and angles between the three fundamental shafts, two gearbox and the crankshaft, first laid out by the legendary engineer Fabio Taglioni at the end of the 1970s.

They’ve not done badly since, have they? But in the biggest investment Ducati has ever made in a new model, it’s time to move on. Tradition has not been forgotten, it’s been adhered to, as Ducati tradition at its heart is not retro but high performance married to feel and sensation. So the belts are replaced by a chain cam drive, needed to cope with the heavy loads of operating such big valves at high revs. It’s a service item less too, as it will last much longer than the previous belts – major service intervals are at 15,000 miles (25,000km). The new crank rotates in plain bearings, which because they’re more compact allow space for more crankcase material and greater strength – tuned 916-derived engines could split their cases and they made a lot less power than 192bhp.

The gearbox in the modern way is stacked vertically to shorten the engine and facilitate a longer swingarm, 1.5in (39mm) more than the 1198’s, yet with no weight penalty. This and the svelte rear end are responsible for the bike’s 52 per cent forward weight distribution, similar to race versions of the 1198.

The crankcase is sealed so the oversize oil scavenge pump can suck out air, reducing pressure by up to 0.8 bar and saving the pistons from pumping crankcase gas about needlessly and wasting their energy. The ingenious decompression system pops two exhaust valves open during start up, so a smaller starter and battery are required, saving more than 6.lb (3kg) of the 22lb (10kg) advantage the 1199 has over the 1198.
That’s not the only bike it’s lighter than. Ducati says, after weighing its own and rival machines in the same condition (all fluids present except fuel) that the 1199 Panigale is 31lb (14kg) lighter than the Aprilia RSV4 and 37.5lb (17kg) more slight than the BMW S1000RR.

Those bikes matter, according to chief engineer Andrea Forni, because the Aprilia was the benchmark for the Panigale’s chassis, and almost inevitably, the ferocious BMW set the standard for the Ducati’s engine. But it’s worth repeating because it matters so much when you’re riding: 37.5lb (17kg)!

Neither competes with the Bologna bike’s electronics package – we’re talking Panigale S here, the high spec version which will be the most popular option despite a hefty price premium. The traction control is more refined than ever and includes rear lift-off intervention, there’s a combined ABS system similar in principle to the C-ABS which is such an excellent feature of Honda’s Fireblade – both come from Bosch so the differences are only in detail, and there are of course different engine management settings affecting power delivery and peak output.

You get a quickshift gearchange, and the self-servo slipper clutch is backed up by Engine Brake Control (EBC), a system which looks at braking effort and speed to decide if the throttles need to be opened slightly to reduce engine braking and improve stability. There are different levels for this as well as everything else, changed automatically when you select one of three basic modes, Wet, Sport or Track, and at the same time, Multistrada-style, the suspension settings are altered to suit. Every setting can be personalised within these modes, and the system will keep using your new settings until you tell it otherwise, or revert to default.

Still not hot enough? Then how about the dash… this is not only a generation ahead of the dull LCDs we’re used to, with its crisp definition and multiple colours, it changes according to what you’re doing. For the first 600 miles (1000km) while you’re running the engine in, the red line markings slip down the scale to remind you not to push it too far at first – tempting though that is. Yes, it’s a tease, but it’ll let you have it in the end... It does the same when it’s cold – you don’t just jump straight in there and give it everything, it wants to be warmed up, a little foreplay to help build some heat, and gradually it will slide back the red zone when it’s ready for you.

Wiggle your finger to slip it into race mode and the rev counter scale adapts, the lower figures bunching up because you won’t need those, while the middle and upper reaches extend for improved clarity. People buy bikes for this kind of thing alone.

Okay, unless you’re made of wood, now you’re gagging to ride.
The figures and Ducati precedent fuel expectations of a radical, wrist-heavy stance, instead the 1199 Panigale is roomy with 10mm higher bars, further back and set wider and with the seat more forward. I’m 6’3” (1.91m) and I fit fine, yet the reach to the ground isn’t too daunting for those of more compact stature. The fuel tank is substantive to grip between your knees too, putting right another persistent Ducati issue – this bike brakes hard enough to make your nose bleed, but now you can hold tight with your thighs and your hands are higher so it’s not a struggle to stay in the seat, while flinging it side to side is made so much easier by your increased leverage.

Not that it takes much flinging. The Panigale’s agility will take your breath away, it makes other superbikes feel like lumbering beasts. Think supersport 600 and you’ll be about right, except for what happens when you turn the twistgrip of course. We’ll come to that…

What’s also surprising is how much difference some of those settings can make. Leave all else alone but change the EBC to increase engine braking and the bike skates more into a turn then starts to push wide as the back drags. Switch a couple of levels and the bike hunkers down as it sheds its huge speed, swaying only gently even with the ABS cutting in, before flicking onto its side and scribing the tightest arc through the turn.

Wind on the power at the apex and the drive out onto the next straight has you laughing maniacally, you can’t believe how much thrust combines with how much lean before the traction control even bothers to get out of bed. The new 200 section Pirelli Diablo Supercorsa SP, connected to the rest of the bike through that long swingarm and controlled by Öhlins’ finest suspension, is as tenacious as last year’s superbike rubber, which it should be as that’s exactly where the outer, softer bands of the dual compound construction come from.


Okay okay, this is a bloke called Bayliss
When you do contrive to get it to slide, the DTC doesn’t so much cut in as quietly guide you through, rear end swaying rather than kicking, a benign electronic swan gliding serene above the frantic foot control of its unseen horsepower management.

Despite the astonishing agility, the happiest consequence of the huge weight loss, the EBC, the DTC, the ABS – the bike’s acronymic brain – keeps it so stable you feel confident enough to push it as hard as you’ll ever ride a motorcycle, its systems both performance aid and safety net. At high speeds you’re reminded of the bike’s supersport geometry as it starts to wriggle gently rather than tracking straight and true, restless for the next corner as it penetrates the air at 160mph (260kph), still accelerating hard.

The new Brembos are a masterpiece, reassuring with their immense power rather than intimidating, thanks to a level of controllability that will be a whole new experience for many riders. Squeeze the front and the Bosch 9ME CPU will redistribute power to the rear for the optimum retardation and stability while endowing you with the finest control. There’s no grabbing, no fade, no faults at all, just slewing to a stop with a flex of your fingertips.

The core sensuality of this animate machine though is its engine, the offbeat 90-degree beat pulsing like a huge heart pumping blood, a signature you can hear even as it revs high and booms with a sound that will make the hairs on your neck stand proud. It really is disconcertingly stirring, and a fabulous thing to have in your command. You do have to rev it: the low and mid-range outputs are less than the 1198 offered, while the top boasts 25bhp (18.6kW) more, a huge jump in this sector. The character of the engine then is quite different to the 1198’s, demanding you work for its maximum where the 1198 was more relaxed about its performance. For many riders though, the 1198 could be too much when driving out of turns, as its power needed to be carefully modulated, especially on the non-traction control versions.

The 1199 Panigale might have less output in the middle but it still has enough, even on track with grip and confidence, and the longer wheelbase means you’re not constantly fighting wheelies. On the road you’ll need to work the gearbox more than an 1198’s to fire past cars and the like, but as an excuse to play the soundtrack it’s a good one. Gear selection itself is as slick as any you’ve tried, and with the quickshift the bike fires up the ratios with almost imperceptible speed. This is the best production quickshift yet, and another aspect of the Panigale experience which brings satisfaction and pleasure to cold performance.

Through traffic it’ll unlikely to be entirely happy, there’s a harshness and staccato delivery on a whiff of throttle in the lowest gears that’s the only clue you have as to the difficulties the engineers went through in persuading cylinders that wide and that shallow to combust their contents cleanly. Come at it from an old school Ducati though and it’ll feel smooth and compliant, so it’s nothing to turn you away.

The 1199 Panigale is, as you’re expecting, shockingly fast, although it lacks that missile-blast of immense, raw thrust at the very peak that still singles out the S1000RR. Ducati’s horsepower claim might be the same as the Germans’ but the gearing is taller than the screaming BMW’s, while the S1000RR’s power claim anyway is notoriously pessimistic – it feels like even more than they say.

But if the Panigale 1199 can’t quite match that final hit of energy of the BMW, it’s still the quicker bike. Given circuit or sinuous strip of bitumen laid across the landscape, the Ducati’s astounding agility with its major weight advantage, the force of its drive out of turns, the tactility of its braking and the sheer confidence it instils in whoever is lucky enough to be riding her, means the Italian will ease in front.

The riding satisfaction is huge, but there’s more, a quality the specifications and performance figures can’t describe, that heat implied by the flared intake nostrils beneath the cool white LED lights. It’s a big cat aura suggested by the leanness of the lines, the forward visual weight stretched and low, the blood red hue.

It is, because of everything it has, the quantifiable excellence which is alluring in itself combined with undefined yet blatant desirability, a very sexy motorcycle. If I’m wrong and it turns out not quite to be a match for the BMW on a track… I’d want an 1199 Panigale just the same. As a motorcycle to live with, for the sheer pleasure of doing no more than owning it, then for the utterly involving riding experience it gives, and finally for the wild thrill of its performance, the Panigale is unsurpassed.

It even has a fault, a blemish to complete its beauty: the sidestand is quite hard to kick down. The perfect flaw.

Specifications
Model tested: Ducati 1199 Panigale S
UK price: £19,750
Available: end Feb 2012
Engine: 90 degree V-twin, liquid cooled, dohc 8v, 1198cc
Power: 192bhp (195PS, 143kW) @ 10,750rpm
Torque: 98lb.ft (13.5kgm, 132Nm) @ 9,000rpm
Economy: n/a
Tank/Range: 3.75 gallons (7 litres, 4.5 US gallons) / n/a
Transmission: Six gears, wet multi-plate slipper clutch, chain final drive
Chassis: aluminium monocoque, engine stressed
Seat height: 32.5in (825mm)
Wheelbase: 56.6in (1437mm)
Rake/trail: 24.5°/3.94in (100mm)
Weight: 415lb (188kg) wet

[Valen]

Et la Couv de MCN d'aujourd'hui

[salim7]

allez la,c'est toute l'histoire sbk de ducat:http://www.moto-station.com/article1317 ... ucati.html

[creek1098]

Tobi, rédacteur du Moto Sport Schweiz, s'est rendu à Abu Dhabi il y a quelques jours pour tester la nouvelle Panigale



Il nous a rapporté beaucoup d'images et ses impressions suivront prochainement...

En avant-première, voici ce qu'il m'a avoué en rentrant de ce test:

"C'est de la pure folie cette Ducati, un avion! Elle a une accélération d'enfer, le moteur est "moins" coupleux à bas-régime mais par contre il arrache sur une plus longue plage d'utilisation. C'est absolument grandiose.

Je n'aurais jamais pensé dire ça, mais heureusement que la Panigale est équipée de l'ABS. Sur ce circuit (qui est lui aussi totalement fou), tu arrives à 250 km/h au fond de la droite et tu dois planter à fond sur les freins pour entamer le virage... Sans l'ABS ce serait du suicide. Autre avantage, tu peux le déclencher"


http://www.motosportsuisse.ch/test_et_t ... ?id=999080

[fireman 2]

et bien apparemment, que des éloges !!!! :pouce::pouce: :pouce::pouce:
nous verrons bien après quelques temps si tout cela se vérifie ....
ésperons qu'elle ne soit pas trop exclusive non plus et bien des personnes puissent rouler avec cette machine !!!

[JEFF]

Dur de ne pas craquer avec toutes ces vidéos

[yohann14]

sa fait plaisir de voir tout ca :pouce::pouce: :pouce::pouce:

[Valen]

Et encore une petite histoire de continuer à :

The tension in the air around Ducati’s staff at the Abu Dhabi launch of the Panigale 1199 is a little unexpected. This is, after all, the most talked about two-wheeler of the year. It has the most oversquare engine ever seen in a production motorcycle, with huge 112mm pistons (the biggest of any current production car or motorcycle) matched to a stubby 60.8mm stroke. The electronics package is the most advanced we’ve ever seen, it’s a full 37.5lb lighter than BMW’s S1000RR, it makes a massive 192bhp, it looks stunning… what doubts could there be?

No real doubts, as it turns out, just the natural trepidation at finally revealing to the world how the Panigale performs. This is not just financial, although Ducati has never before spent as much money developing a single model, it’s also philosophical, in theory risking the core values of one of the world’s most powerful brands.

To many people Ducati means a steel trellis frame, a certain engine character and quite incredibly, a development line directly traceable to the 1980 Pantah 500 SL, one of the last creations of legendary engineer Fabio Taglioni. The 1199 is different. The frame, if you can call it that, comprises a diminutive aluminium monocoque attached to the front of the engine, and that’s about it. A lightweight subframe supports the seat while a magnesium casting keeps the fairing and dash in place.

The engine is still a 90-degree V-twin, but the cams are chain driven, the crankcase operates in a near vacuum to reduce air pumping losses and the crank bearings are plain. The company’s signature desmodromic valve operation is not only retained, it’s this which facilitates the use of the huge valves with their massive potential gas flow at the high revs an engine with a stroke as short as this can achieve.

And then there’s the electronics. There are three basic modes to choose from: Wet, Sport and Race, each of which triggers a raft of adjustments across the bike. The ABS system not only changes its level of intervention with each mode, it also distributes braking force front and rear differently. The traction control settings vary with the modes, as do the suspension’s rebound and compression damping at both ends. There’s also an engine braking function which applies some throttle to control how much the rear wheel slides or rotates when you’re braking hard, to enhance stability into a turn.
The bike comes with the factory’s own settings for each mode, but these can be tailored independently to suit the rider, and the system then retains the new ones.

The dash uses thin film transistor technology – like a mobile phone screen – to provide a crisp, multi-coloured display that changes background automatically depending on ambient light. It also lowers the red line when the engine is still new, or when you’re just starting off and it’s cold, to help you take care of this technical masterpiece. In race mode, the lower end of the rev counter scale closes up and the important higher rev end spreads out so you can see it more clearly, while the rest of the layout changes to give lap timing priority over speed.

It keeps on coming… the Panigale is the first motorcycle with LED headlights, glaring out aggressively from its lean, tense bodywork, itself finished in Italian blood red, of course. The brakes are a new design of monobloc calliper by Brembo, and even the Pirelli Diablo Supercorsa SP tyres have a new and pioneering construction.

Why such drastic changes? Quite simply, Ducati must beat BMW’s S1000RR, the bike that annihilated the opposition when it first appeared in 2009. It was much faster, handled better and came with electronics the Japanese seemed still to be dreaming about.

Ducati openly admits it benchmarked the German bike’s engine (despite the Panigale being a mere twin and in theory incapable of such colossal power), yet the chassis the Panigale was designed to beat is that of the Aprilia RSV4, the superbike that’s come closest to challenging the S1000RR.
It was an extraordinary task to have set, but it doesn’t take many laps of Abu Dhabi’s Formula One circuit to realise that Ducati has succeeded.

The first surprise is how well the bike fits, or more specifically how well it fits a 6ft 3in rider like me when the tiny Aprilia feels like a minimoto. It’s a result of Ducati raising the handlebars, bringing them and the seat closer together and creating plenty of legroom, thus promising a real world, road-riding comfort not seen in the company’s previous super bikes.

The engine churns slowly before exploding into life, the ride-by-wire throttle response electric and compelling. The sound is unmistakably Ducati twin, but with a more urgent edge and a willingness to rev not seen – or heard – before. With it comes a little less low and mid-range thrust than the 1198, followed by a massive lunge forward as all 192bhp (a 25bhp increase over the 119 come flooding in. Yet while the Ducati is a fraction more powerful than its rival from BMW, it doesn’t have quite the missile thrust at the very top end which so distinguishes the German bike.

The Panigale though is as fast as any other rival in a straight line, and with that comes its killer blow agility. The speed at which this bike dives into a turn and changes direction is dizzying, more akin to a supersport 600, yet the electronics keep it almost uncannily stable. Squeeze the fabulous Brembos, work the Bosch ABS and the bike just sits there shedding speed, squatting down on its front wheel at the edge of grip. In Sport mode the electronics tame the rear wheel’s tendency to lift, leaving barely a wriggle where others would be squirming wildly. Only at very high speeds is there a clue to its ultra light weight and sporting geometry, as it starts to move and get uneasy, like it’s impatient to attack the next corner.

Heel it over then pour in the power, and at first you’ll be taken aback at just how much grip the new chassis has as the bike charges out on to the next straight with ferocious muscle. When eventually you get brave enough for the traction control to intervene, it does so with subtlety and panache, keeping the bike steady even as the rear tyre scrubs a black line into the road.
All the time you’re doing this the bellow of the engine is sending shivers down your spine, a dimension only Aprilia’s RSV4 can come close to with its bubbling growl.

So, as a superbike the Panigale 1199 is supreme, and I’m sure will be faster round a track than an S1000RR and as good on the road as a Fireblade thanks to the ease with which you can adapt its character electronically. And as an object of desire nothing even comes close.

Ducati’s staff can relax - and give themselves a well-deserved pat on the back.

C'est une revue de Kevin Ash pour info

Et promis je vais arrêter de poster des tests en anglais pour essayer de vous en trouver dans la langue de moliere

[Valen]

Ah ben non en fait allez une de chez Asphaltandrubbers aux US


RIDE REVIEW: DUCATI 1199 PANIGALE

Fresh from the Ducati 1199 Panigale international press launch at the Yas Marina Circuit in Abu Dhabi, our friends from OmniMoto.it have been kind enough to share their experience on Ducati’s newest flagship model, since Asphalt Rubber wasn’t one of the American publications invited to test Borgo Panigale’s latest creation.

Our Italian brother in arms, OmniMoto’s Lorenzo Gargiulo shares his initiation to the 1199, while riding around one the world’s most expensive race circuits…the lucky bastard. With much thanks to him, enjoy Lorenzo’s review and continue to countdown the months until AR will get its own chance to flog the Ducati 1199 Panigale in a similar manner. -Jensen
It is a known fact that journalists like to complain to motorcycle manufacturers, because some OEMs give you too little notice before a press event, while others fill up your calendar with possible dates way before they have something set on their own schedule. In the present case, Ducati told us about this event almost two months ago, which for this writer has led to an incredible amount of performance anxiety that has lasted until today.

Consider this: we are testing a new bike, which is set to take the scepter as the Queen of all the Superbikes, and it is to be tested on a new track, the Yas Marina Circuit in Abu Dhabi, where no journalist in the world had ever done a lap aboard a motorcycle. Accordingly, there was enough anticipation and excitement surrounding the event to make it difficult for anyone to fully process the true performance potential of the 2012 Ducati 1199 Panigale. Fortunately, the Panigale did not disappoint our expectations, and instead went way beyond them, unleashing breathtaking performances.

To start, I’ll quote only two pieces of information to you: +25 horsepower and -25 lbs of weight compared to the 1198. Ducati could have stopped here and sent everyone home, because these numbers almost say it all, but let’s press forward and see how this translates into the way this new “Made in Borgo Panigale” missile performs. We’ll start our analysis by front-loading that our test was conducted on the Ducati 1199 Panigale S, the more refined version of the Panigale, which has the electronically adjustable Öhlins suspension and optional ABS.

The Yas Marina Circuit

Maybe you aren’t Formula 1 fans, but you’ve probably heard of the Yas Marina Circuit in Abu Dhabi. It’s a massive structure built specifically for the premier auto-racing series in the world, and was built in 2009. If you haven’t seen it, imagine a track that flows under a hotel that is incredibly lit up at night, and sits next to a channel where massive yachts are anchored.
I’m actually writing to you from a room that looks out over one of the 21 turns of the 3.4 mile-long circuit. I only tell you this because Yas Marina is not an easy circuit to ride, as most of the turn entries are blind, and in many spots the escape routes are very short.

Having said this, we spent the first session getting to know the layout, thanks to our first-class instructor: the venerable Troy Bayliss, who again showed himself to be a truly passionate motorcyclist and a man of great character.

Sizing up the Ducati 1199 Panigale:

As we learned the curves and straights, I had time to dedicate ourselves to the new ergonomics of the Panigale. Incredibly, the bike is actually more comfortable and habitable than the 1198, even though visually it looks much more compact. This is possible as the new chassis layout has allowed Ducati to move the riders position forward by approximately three inches, so now the upper body is less leaned forward and more upright. The clip-ons are now a quarter of an inch higher when compared to the old bike, and about half an inch wider overall.

Therefore, the riding position is less stretched out and tiring; and although the Panigale is quite small, there is still quite a bit of room to move around the bike and in the seat. The tank is skinny and its rear is low and rounded so as not to get in the way. Meanwhile the rearsets are well positioned and don’t touch the ground even in the most extreme turns, and if you are asking yourself whether the side-mounted rear shock gets in the way, the answer is a definitive “no it does not.”

The aerodynamic protection is good as the shape of the fairing pushes the air away from the shoulders, but since the windshield is so small, if you re over 6 feet tall, we suggest purchasing a taller replacement. And how would a pillion fair on this bike? We’ll skip over this question as Ducati provided these bikes strictly without passenger foot pegs.

A New Benchmark for Measuring Superbikes

Lets address this right away, since there is no point in beating around the bush: with this bike, Ducati has made a huge performance leap that is of significant proportions, and will undoubtedly win 1st place in any upcoming comparisons. Of course we’ll do further tests, but there is this vague prescience that Ducati really nailed it this time, like when 20 years ago they launched the 916 — still today one of the most renowned Ducatis.
The riding position we have already discussed, but it is good to add another very important fact: after a full day of riding the 1199, one dismounts the bike with the urge to go back immediately onto the track, and to give it some gas again. The Ducati 1199 Panigale is in no way tiring like previous Ducati superbikes were, starting with the 851 all the way to the 1198SP. From the very first laps, the Panigale’s biggest strength becomes evident: the ease with which one can make direction changes.

The construction parameters of previous Ducatis always seemed to generate very strict and precise trajectories in the fast sections of a track, but made for tough course changes in the tight twisty stuff. Conversely, the Panigale makes these memories vanish in a second by showing an incredible ease in the turns. The low weight definitely deserves accolades for this, but also the weight distribution is to thank for a balance, which is totally different from before.

At the Yas Marina Circuit there are three very tight chicanes, one of which is a double-apex. The Panigale dives into this section as if it was made to have fun in these tight turns, and it sets into the bend with a very honest and assuring feeling — first on the front end followed by the rear without any issues.

This incredible ease in attacking the turns might give pause when considering potential loss of stability on the fast straights, but the 1199 puts these fears instantly to rest. All the solid front-end traits that are typical of a Ducati superbike remain intact with the Panigale, and in the long 3rd and 4th gear curves of the front end tracks true with fine precision.
We must give a further tip of the hat regarding the traction from mid-corner onwards as the new weight distribution, accompanied by the long rear swingarm, have almost fixed the historical Ducati Achilles heal. The grip exiting a turn is now guaranteed even when you open the throttle more roughly, to the point that veteran Ducati riders will have to reset their mental parameters, as they will now be able to get on the gas much earlier in the turn.

Ducati’s New Powerhouse

Turning our attention to the engine, another star shines in this colossal production. Even in this case, it is good to disregard any memory related to the twins of yesterday, because when you try the Superquadro engine, the power delivery is completely different.

In building the Superquadro, Ducati wanted to go for absolute power at high revs, so consequently the Italian increased the bore to an incredible 112mm, which had the natural consequence of reducing power at the lower revs. To be honest, this engine from zero to 6000 rpm gives less power than its predecessor, which might turn out to be an advantage for the less experienced rider. However when the tachometer reaches 7k, the power delivery is truly surprising, and only stops when the gauge cluster taps-out at 11k rpm.

The engine then has a split personality: calm at low revs so that the neophyte doesn’t get scared, but at high revs it unleashes an unheard of anger that no twin-cylinder before it could imagine, and is very comparable to the best inline-fours.

It’s a Digital World We Live In

We tried the power delivery both in the sport and race modes, and left the rain mode for future tests. The difference between the two settings isn’t huge, as most of the distinction can be felt in the immediacy with which the engine responds to throttle inputs. The new Ducati Traction Control (DTC) system aids the rider enormously, helping keep the engine’s exuberance at bay. Compared to previous generations of the DTC system, this one is much less invasive, and you can feel its presence with controlled and progressive reductions in engine power.

At the Yas Marina Circuit, I initially started lapping with the Sport mapping and DTC at level 5, but ended up settling for a setup with the Sport map and DTC on level 3.

Testing to check out the EBC engine braking management system, I ended up raising the EBC to level 2 (out of three total), which helped quite well with the very tight turns at Yas Marina. Making our shifts faster than humanly possible, the electronic shifter behaved exceptionally well and never had a hiccup shifting up or down through the gears. Similarly, the brakes definitely deserve praise, as the new Brembo M50 calipers offer the same stopping power of the previous monoblocks, but without that excess of aggression upon application of the initial braking power.

The Bosch ABS 9 Enhanced anti-locking brake system showed a perfect calibration and was never invasive in its intervention. Despite the controversy that surrounds ABS on sport bikes, in reality the ABS performed a very useful stabilizing role, and is so subtle that you are not aware of its intervention, even as it adds a small amount of pressure to the rear. If choose to do so, you deactivate the linked braking, and can maintain the security of ABS on the front while giving you the ability to let the rear start to come around under heavy braking.

At this point I will stop, and I’ll let the pictures speak for themselves. From the vantage point of my room above the circuit, I will continue hoping for another day of excitement on this track to learn all the secrets of the Panigale, even though we know that in reality tomorrow the only thing waiting for us will be the plane to take us back to Italy.

Allez bonne lecture

[tontongiorgio87]

si j'en une " un jour " sa sera une S avec ABS.

[Mostro84]

Une brêle de malade

Ca fait vraiment envie d'apprendre dabord à piloter correctement pour exploiter un tantinet soit peu cette arme absolue

[fireman 2]

je suis d'accord avec toi .....
si un jour, je l'ai, je prend des cours de pilotage !!!

allo Cricky

[yohann14]

moto station :
http://www.moto-station.com/article1318 ... ions-.html

moto journal :
http://news.moto-journal.fr/essais/essa ... 9-panigale

moto revue :
http://www.motorevue.com/site/les-premi ... 64741.html

[Grand Schtroumpf]