2016 Ducati 959 Panigale
cycletorque.com.au DECEMBER 2016 I 34
CYCLE TORQUE TEST
SPECIFICATIONS:
upshifts which cuts fuel to the injection system, producing seamless gear changes. The system can be switched off, but I’m buggered if I know why you’d want to – maybe if you’re stuck in your ways and want to commute on a 959? We’ve used the Ducati eight-level traction control on many of the company’s sportsbikes and remain impressed with the system, as we are with the three-level ABS. There are three riding modes – Race, Sport and Wet. Race is, of course, the most aggressive in terms of engine responsiveness, however it also set the traction control to a low degree of intrusiveness, sets the ABS to front only and sets the engine braking to sport-oriented. Sport mode is simply tamer across most of the electronics. It still provides the full 157hp, but with a tamer throttle response. ABS operates on both wheels. In wet mode the throttle response is even tamer again and output is reduced to 100hp. Maximum levels of traction control and the ABS is set to maximum. Although it’s called wet, it’s really also a good road mode, especially in traffic, offering the greatest protection from mistakes – either by the rider or another road user.
Ancillaries To reduce costs, the 959 Panigale doesn’t get the TFT colour instruments of the 1299, having to make do with black on white LCD. Comprehensive in the information it provides, the instrument panel is
also there to show you information when changing modes or the customisable electronics. An option for the instruments is the Ducati Data Analyser+ with GPS function (DDA+ GPS). This unit evaluates the performance of the bike and rider. It uses GPS to record laptimes, throttle openings, speed, engine speed, gear and traction control usage. The 959’s aluminium monocoque chassis is changed from the 899’s. The swingarm pivot is lower and the wheelbase longer while the rake and trail stay the same, so the steering is slightly slower. Weight bias is 51/49 front/rear.
2016 DUCATI 959 PANIGALE ENGINE: Liquid-cooled 90-degree L-twin with four valves per cylnder, desmodromic actuation CAPACITY: 955cc TRANSMISSION: 6-speed w/quickshift DRIVE TYPE: Chain drive FUEL CAPACITY: 17L FRAME: Alloy monocoque SEAT HEIGHT: 830mm WEIGHT: 176kg Dry FRONT SUSPENSION: Fully adjustable Showa BPF fork. 43 mm chromed inner tubes
Ducati can’t provide the less-expensive superbike model in its range with all the best gear, but this model does get Showa’s Big Piston Forks, a modern development hailed as the latest and greatest by some manufacturers. There’s also an adjustable steering damper standard.
REAR SUSPENSION: Fully adjustable Sachs unit. Aluminum double-sided swingarm
At the rear is an offset Sachs shock acting on the twin-sided swingarm.
PRICE: $19,900 +ORC
Brakes are by Brembo, but again, they aren’t the top-of-the-line units, but rather the M4.32 monobloc calipers acting on 320mm discs at the front and 245mm rear.
The ride Before throwing a leg over a Panigale, you should have a long, hard look. Is there a more purposefullooking machine? It’s doing 100mph on the sidestand. The sculptured bodywork is incredibly sexy and the style of the machine begs to be tamed.
BRAKES: F: 2 x 320 mm semi-floating discs, radially mounted Brembo monobloc M4.32 4-piston callipers; R: 245 mm disc, 2-piston calliper, Bosch ABS TYRES: Pirelli Diablo Rosso Corsa 120/70ZR17 & 180/60ZR17 CALL FOR A QUOTE
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Although the 959 isn’t built to win races – that’s the job of the 1299 – the racing heritage is there. The riding position is racer crouch. It was just what I expected, nothing more, nothing less. If you complain of comfort on the Panigale, you’re riding the wrong bike. The suspension is firm out of the crate and you’ll chase your tail trying to set it up for rough Australian roads – but on smoother surfaces it is an absolute weapon.