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2014 Ducati 899 Panigale First Look

Monday, September 9, 2013
Ducati replaces its 848 Superbike for the 2014 model year with the 899 Panigale. The all-new $14,995 Duc sports a more powerful 148-horsepower L-Twin, along with the new monocoque chassis and electronics system developed in its larger-displacement sibling – the 1199 Panigale.


899 Superquadro L-Twin

One of the longest-running “Supersport” designs without a significant ground-up redesign, the 848 debuted as a 2008 model – with an up-spec EVO refresh in 2011. Now The Italians have added 50cc for what it bills as a “Supermid” entry into its high-end superbike series. The displacement boost comes courtesy of the new 899cc Superquadro L-Twin.

The 899 Panigale actually displaces 898cc from its 100mm bore and 57.2mm stroke. The Superquadro engine configuration retains Ducati’s signature 90-degree L-Twin, but the front cylinder rests at 21 degrees from horizontal where it bolts onto the aluminum monocoque frame as a stressed member.

Ducati’s desmodromic valve system actuates a 41.8mm intake and 34mm exhaust valves in the four-valve heads. Oval throttle bodies with a single injector per-cylinder beneath the Ride-by-Wire butterfly fuel the 899.

2014 Ducati 899 Panigale sources the new Superquadro 899 L-Twin
2014 Ducati 899 Panigale sources the new 148-horsepower Superquadro 899 L-Twin, which claims an increase of eight ponies over its 848 EVO predecessor.
Ducati claims 148 brake horsepower at 10,750 rpm and 73 lb-ft torque at 9000 rpm from the new engine platform. That’s an eight horsepower increase from the latest version of the 848 Twin, which claimed 140 horsepower at 10,500 rpm and 72.3 lb-ft torque at 9750 rpm.


The 899’s air intake air ducts feed the airbox, which is part of the monocoque design, but some gets routed through the fairing to cool the onboard electronics package, which is substantial. The numerous electrical aids and Ducati acronyms are familiar to Ducati sportbike aficionados – as they have migrated from the 1199 Panigale Superbike platform. And, of course, Ducati is keen to note the systems are race-derived.

Electronic systems include the Ducati Quick Shifter (DQS), Ride-by-Wire (RbW) and switchable engine maps in the Ducati Riding Mode, “triple-stage” ABS, Ducati Traction Control (DTC) and Engine Brake Control (EBC). The three riding mode options alter the performance of the ride-by-wire, ABS, traction control and engine braking. Race mode delivers full throttle, race-oriented engine braking and reduced TC assistance, as well as ABS for the front only with reduced anti-rear lift. Sport mode offers all 148 ponies from the engine, same as Race mode, but the RbW throttle is smoother, with more TC intervention, revised engine braking and ABS on both front and rear. The Wet riding mode drops power to 110 hp with even smoother throttle, increased TC input and full ABS.

Ducatis monocoque chassis for the 899 Panigale mounts to the engine as a stressed member.
Ducati's monocoque chassis for the 899 Panigale mounts to the engine as a stressed member.

The 899 sources the same six-speed gearbox as the 1199. It utilizes a wet clutch, hydraulically actuated.


An aluminum monocoque frame utilizes the engine as a stressed member on the new Ducati, similar to the 1199 Panigale. However, the Ducatisti will immediately note the 899’s doublesided swingarm. But will they take to their pitchforks and torches as they did with the controversial 999?

Ducati claims a dry weight of 372.5 pounds and wet weight of 425.5 pounds for the 899 – with the 848 EVO claiming 370-pound dry weight. The new bike sports a half-degree steeper rake than its EVO predecessor at 24-degrees, while the 56.14-inch wheelbase is nearly identical (56.3 inch)

One thing that definitely is not identical is the exhaust, as the 899 ditches the 848’s toasty underseat configuration (a regular complaint in our annual Supersport Shootout) for the underslung configuration similar to the 1199 model. A front subframe of aluminum attaches to the monocoque frame, while a rear subframe of tubular steel is attached straight to the engine. Ducati cites the new bike's weight distribution at 52% up front and 48% in the rear.

The 899s rear Sachs shock is mounted nearly horizontal on the left side of the rear engine cylinder.
Top-shelf Brembo stoppers adorn the 899s front end  four-piston monobloc calipers actuated via radial-mount master cylinder.
The 899 Panigale sources Showa BPF fork and Sachs rear shock, with top-shelf Brembo braking components.

A three-way adjustable 43mm Showa Big Piston Fork (BPF) suspends the front of the 899, while a nearly horizontal-mounted shock from Sachs handles suspension duties out back. The Sachs unit is positioned on the left side of the bike, next to the rear cylinder head. It is also three-way adjustable for pre-load, compression and rebound.


The 899’s Bosch ABS Brembo braking system offers three-level tuning, keyed to the aforementioned Ride Modes. Level 1 is front-only ABS, with Level 2 and 3 using both front and back, but with different levels of ABS intrusion. Level 3 is the most assertive ABS setting for use on wet roads. The ABS can also be turned off in all Ride modes, if desired.

The actual braking components are top-shelf Brembo, with a pair of radial-mount, four-piston monobloc calipers gripping 320mm discs up front. The front stoppers are modulated by a radial master cylinder. A single 245mm disc out back is pinched by a single Brembo caliper.



The new 899 Panigale will be available in Ducati Red with black wheels for $14,995 (relative to current EVO spec). An additional Arctic White with red wheels colorway will add $300 to the MSRP.

Stay tuned for a first ride evaluation from MotoUSA Road Test Editor Adam Waheed in early Fall.

2014 Ducati 899 Panigale Specifications
Engine: Superquadro: L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
Displacement: 898cc
Bore x Stroke: 100mm x 57.2mm
Compression: 12.5:1
Power: 148hp (109kw) @ 10,750rpm
Torque: 73 lb-ft (99Nm) @ 9,000rpm
Fuel Injection: Mitsubishi electronic fuel injection system. Single injector per cylinder. Full ride-by-wire elliptical throttle bodies.
Exhaust: 2-1-2 system with catalytic converter and 2 lambda probes.Twin stainless steel mufflers with aluminum outer sleeves.
Emissions: Euro 3
Gear Box: 6 Speed
Ratio: 1=37/15 2=30/16 3=27/18 4=25/20 5=24/22 6=23/24.
Primary Drive: Straight cut gears, Ratio 1.77:1
Final Drive: Chain 520; Front Sprocket 15; Rear Sprocket 44
Clutch: Wet multiplate clutch with hydraulic control
Frame: Monocoque aluminum
Wheelbase: 1,426mm (56.14in)
Rake: 24°
Trail: 96mm (3.78in)
Steering Angle: 52°
Front Suspension: Showa BPF 43mm fully adjustable usd fork
Front Wheel Travel: 120mm (4.72in)
Front Wheel: 10-spoke light alloy 3.50"x17"
Front Tire: 120/70 ZR17 Pirelli Diablo Rosso Corsa
Front Brake: 2 x 320mm semi-floating discs, radially mounted Brembo Monobloc M4-32 callipers with ABS.
Rear Brake: 245mm disc, 2-piston caliper
Fuel Tank: 4.5 gallons
Dry Weight: 169kg (372.5 pounds)
Wet Weight: 193kg (425.5 pounds)
Seat Height: 830mm (32.48in)
Max Height: 1100mm (43.31in)
Max Length: 2075mm (81.69in)
Instrumentation: LCD
Ducati Electronics: DTC, DQS, EBC, Riding Modes
Warranty: Two years unlimited mileage
Versions: Dual seat
2014 Ducati 899 Panigale First Look
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SkittlesnCoke   October 3, 2013 05:51 PM
"Anyway that still leaves us with the question of whether a 1200cc bike is worth $18k if a 600cc bike is worth $12k and a 300cc bike is worth $6k. " this truly is a phenomenal question, one of the really brilliant questions that I've ever see in an online motorcycling forum. Just how much *should* a bike cost as a function of displacement? From an engineering standpoint, in terms of a fully-optimized design, it doesn't matter. This is why an R6 is almsot as epensive as an R1, a Gixxer600 virtually the same as the Gixxer 1K, because the 600s and the literbikes are almost completely optimized for their power-output, at least "optimized to the same degree". The cost of materials is almost the same partially because most of the materials are the same and the difference in mass is negligible in a cost sense. Different-size tires of the same type of tire, for example, are not widely-different in cost. This says two things, really. First that the performance of a 600 "sportbike" is not radically different than that of a literbike "sportbike". Second that if the price-difference is small enough then you're better off with the literbike on a price/performance basis. Yet again we see this in the Panigale 899 and 1200. Given that the two bikes weigh almost the same, have almost the same feature-set but one is 900cc @ 170hp peak and the other is 1200cc with 200hp peak (rounding upwards in both cases), but one is $16k MSRP and the other $19k for a base-model with comparable components, an objective evaluation of both bikes is very easy to do. And rarely is the price purely derived from relative performance, usually it's affected by relative sales.
Silent1pcter   September 18, 2013 01:03 AM
"Apparently Honda has been hitting this price/displacement point for a while now." yes but has that price/displacement point kept pace with mean income and the cost of living? Probably not :) What about the yen/dollar exchange rate? Let's put it this way, the dollar has been worth less than 200 yen ever since 1986. In '84 it was 237 yen dropping more or less consistently from 360 yen in 1970. The dollar has lost 2/3rds of its value in yen since 1982. The 500 Honda has roughly tripled in cost in dollars since 1982 but the yen has also roughly tripled in cost in dollars. It's almost like the price of the bike (displacement) is actually pegged to the yen, not to an inflation-corrected dollar amount. Either that or (gasp!) the US inflation rate is really a reflection of the yen/dollar exchange rate. Wow luckily the yuan has been pegged to the dollar by the Chinese government for years now or we'd be in serious trouble. Anyway that still leaves us with the question of whether a 1200cc bike is worth $18k if a 600cc bike is worth $12k and a 300cc bike is worth $6k. Because that's basically what we have here. I'd say the answer is clearly no but if you can get that 1200cc bike for $6k then you're golden.
Silent1pcter   September 18, 2013 12:38 AM
A trailer for a project of interest to me...the new Honda CB500X lists for $6k (same as the Ninja 300) and this bike lists for $16k. In 2013 dollars. So we are told: Honda VF500F: $2898 in 1984, Honda XL500S: $1848 in 1979, Honda CX500: $1898 in 1978. But what does that mean in 2013 dollars? Well, the BLS website says $6500, $6000 and $6800 respectively. Apparently Honda has been hitting this price/displacement point for a while now. What happens if we pro-rate the 68hp VF500F engine to 900cc? I'll bet we get a lot less than 160hp peak. The weight, likewise, it's a lot more than 370lbs wet, meaning HP/lb is well in favor of the 900 Panigale. But the price of the VF500F is also way under $16k too. I wonder which matters the most to a prospective buyer? This is the real "advantage" of this bike: you're not going to find a "middleweight supersport" with anywhere near this power/weight ratio BUT most if not all of them are within 60% of the price and within 60% of the peak HP too. You may get more of what you're paying for with the 900 Panigale, but it's not like a ZX-6R, Gixxer600, 600 Triple or R6 is chopped liver. If you're going to argue that a 600cc supersport is too much for the average rider on the street, then how are you going to argue in favor of a NINE HUNDRED cc $16k Italian exotic with much-better HP/lb, as well as plain and simply more HP, for that same group of riders? You just can't do that logically. The fact is the 900cc Panigale makes much more sense in terms of value for the money, for the riders for which a 600cc supersport makes sense. But a budget 1200cc Panigale would make even more sense in terms of value for the money. Just as a VF500F or even a contemporary Honda 500 would be a much better value for the money relative to a Ninja 300. Same logic applies.
SegwayInTheHouse   September 16, 2013 06:12 PM
For I fear that this is the main problem with automotive and motorcycle magazine reviews these days. It's virtually impossible for most of the readers to actually buy the product under review. Even if they can buy the one product under review in one ad, they can't buy a significant number of the products reviewed by the site. It becomes the motorcycling equivalent of the New York Times, the stories are all true and even well-written and gripping, but unfortunately the issue must end there, as a follow-up purchase simply will not be forthcoming.
ToScrapeOrToFly   September 15, 2013 11:17 AM
also worry about the fact that regardless of whether this bike costs $18k or only $15k, you still can't afford it
ToScrapeOrToFly   September 15, 2013 10:10 AM
...more like a svelte ZX-12R with a 900cc V2, much-better electronics (especially considering the 12R doesn't have anything more advanced than EFI and a digital odometer) & the MotoGP exhaust. It's a throwback bike with modern-day electronics, harking back to the days when a 900cc bike was considered a "superbike" not just a "middleweight", which really was not too long ago. But any notion that this engine is weak or watered-down to make it more "fun and usable" for the 300cc crowd is ridiculous. 170hp at 10k ain't "weak" especially not for a 400lb bike. If your idea of "fun" is a Ninja 300 then you have no business on this bike. Plus you should factor in the relatively-low price and the expanded powerband compared to its "big brother"...it might actually be a better bike overall than the 1200 Panigale despite the loss of peak power and the pricey suspension bits. Trust me I'd still prefer that they made these changes to the 1200 Panigale without sacrificing displacement, but unless the 900cc bikes' suspension actually sucks, why worry about Ohlins and a single-sided swingarm? Worry about that car that's cutting you off by making a left-hand turn then stopping in your lane.
AnthonyD   September 14, 2013 05:47 AM
What happened to being brief?
NoDoubt   September 12, 2013 05:53 PM
And I mean "substantially". A $10k bike spread out over 60 payments is $2k/year of principal, with low interest and no down-payment you're talking < $200/month. Now of course you've got to pay full-coverage so that may double to $400/month including maintenance (often thrown-in for the first year). But you're not riding much over the winter, so that's 3 months a year it can sit in storage. You cut the cost of that bike by 25% that's $300/month again including insurance. It just doesn't make that much of a difference. What does make a big difference is cutting the cost in half, doubling the MPG, that sort of thing. A $15k version of an $18k superbike is nonsense.
NoDoubt   September 12, 2013 05:46 PM
"I'm sure there will be plenty of buyers who want a Panigale but can't affored the 1200 or are too intimidated by the power." yes but is the answer to make a 900cc bike that costs 15% less, weighs almost the same and has 40 less peak HP? Or to just make a cheaper 1200 and show the rider how to use the rain mode? Realize that cheaper components supposedly weight more which would lower the 1200s power/weight ratio. This would also further justify the $26k price of the 1200 Panigale R. Right? Think, man. Name a middleweight that is substantially cheaper than the liter-class bike from the same mfg. Sure it may have less peak power but much less does it weigh? 30lbs, if that? And more and more bikes have the various power modes which make the distinction academic.
cggunnersmate   September 12, 2013 10:10 AM
Not really, they let Buell 1125R's and Aprilia RSV 1000's compete in DSB. Of course there was much grumbling about it, especially when Eslick won the championship on the overdog Buell. Funny, the Buell which was new at the time was allowed to run its 1125cc Rotax motor yet the Aprilia, an older design by a few years was limited to its 1000cc displacement on ITS Rotax motor. Not allowed to punch it out to match the Buell.

No, AMA would never bend rules and stack the deck for an American bike. Pfft.

So, since EBR's aren't running in DSB, then AMA probably has no real reason to allow the 899 to race. I think AMA just allowed the RSV 1000 was to help justify the Buell.

Though they did allow the 848 but its success has been very limited. Started well last year at Daytona, well not really, the motor blew but the red flag allowed them to put a new one in and win but after that not much and Latus switched to the Triumph.

Anyway, whether you like it or not. Ducati is well within their rights to make a "middle weight" bike and price it however they want. And I'm sure there will be plenty of buyers who want a Panigale but can't affored the 1200 or are too intimidated by the power.

I still think its a flawed design. In Superstock trim its competitive, but in Superbike trim its been barely in the top 10 in WSBK.
AnthonyD   September 12, 2013 07:21 AM
It would be weird seeing this bike in DSB. It has almost the same size motor as they used to race in WSB. It probably makes more power than the 916 did and weighs less too.
Desmodue900SP   September 11, 2013 06:51 PM
I get it with the guys mentioning the Kawasaki. First of all I have only owned Ducatis and MV Agustas. Yes, I make an boat load of money. I would never be in the market for a Japanese bike. Never. Why? Because I worked very hard to be in a position to buy IMO the finest machines. Japanese bikes have been called toasters because they are reliable and last a long time. But, they are mass produced appliances to me. Regardless of performance, I don't want an appliances to get me from point A to point B. Ducatis have a soul, a heritage that is something you can't rationalize until you either ride one or own one. I have a buddy who just got out of college and lives paycheck to paycheck. He rides a used R1 that he says is his dream bike. He makes fun of me all the time for having expensive = exclusive bikes that require a lot more maintenance. I know deep down inside he wishes he can own an Italian machine. I'm sure one day when he gets a good job and starts to make some money...he will consider moving up to a Ducati or some other limited production bike.
Giddyup   September 11, 2013 02:34 PM
The art of a good review is to describe both the experience of riding a bike as well as the reasons why the bike performs a certain way, handles a certain way, and so forth, in a clear, entertaining, educational and *accurate* manner. Keeping in mind that it's easy to bite off moe than you can chew in trying to do so, and certainly more than your readers can digest. Keep in mind the fact that the Ninja 300 is arguably the most popular 1st-world motorcycle out there at least in terms of year to year sales. Keep in mind the technical simplicity of that bike. Figure the rest out from there.
Giddyup   September 11, 2013 02:27 PM
There are several basic categories that I use for evaluating any given motorcycle before I decide "fun" and "utility", and the 899 sets up an interesting comparison with the 1200, and the introduction of the Ninja 300 into the equation along with its consumer-base is also very interesting. But first think of why, as an experienced motorcyclist, you think of a bike as "fun" and/or "useful". You expect it to run reliably that's so obvious as to be an afterthought almost. You want it to be comfortable, or at least to have the comfort that suits the type of riding that you like to do. For control, ease of mind, all that sort of stuff. Now we get to the harder-to-quantify issues like "is it powerful enough", is the handling good enough". I think that the Big Failure of the motorsport community is the lack of a useful metric for evaluating the powerband of a vehicle. I just don't see peak power as useful for anything other than top speed. 0-60 1/4-mile times likewise these are racing metrics but what dothey say about how the vehicle performs in the real-world, in daily use? Curb-weight likewise wet & dry weight why talk about dry weight when you have to add fluids...but why obsess about weight when you have to add a rider if not two riders plus some gear? What about steering geometry, wheel weights, even tire weight, weight-distribution, wheelbase, lateral inertia, CG height above the road, all the factors that truly determine how a bike responds? Think about how barren these reviews are without any real objective metrics of relevance. You end-up comparing each bike to other bikes that have been reviewed earlier hoping to find enough commonality with bikes that you've actually ridden to get a real grip on how the bike under review actually rides. But nothing can prepare you for the weakness of a bike like the Ninja 300 or the power of a bike like the ZX-14R short of actually riding it. An experienced rider knows better than to place a lot of weight on a review, in certain ways it just can't tell you what you need to know. You have to ride the bike yourself. But in some ways it can tell you something useful. A 900cc bike with a flatter powerband, compared to a 1200cc bike with a peaky torque-curve, that's somewhat useful. But what does it mean EXACTLY? You really have to ride the bike to see if it's too peaky or too flat or too low in peak power for you to be happy with it. It's really that simple. But, comparing either of these two bikes to a 300cc vertical twin is simply laughable. Note that they weight about the same, plus or minus 10% or so. But the Panigales have 5x the peak HP. Plus the various riding-modes. It's literally like comparing a moped to a 600cc supersport. As a rider, you are clearly going to fall in one of the two camps.
AM   September 11, 2013 02:14 PM
Born dead too, just like the Panigalle and still will cook your balls! Panigalle can't do nothing in WSB,AMA, etc... and this will follow in it's category, just like the 848. Nice design and the Ducati name, (if it means anything to you) is all it has. For another $55.00 you can have a base BMW S100RR. Any Jap 1000 bike costs less and is much better than this..... but for those who like DUCATI it wil be wonderful!! And they will sell a bunch!!!
ConcussionLogic   September 11, 2013 01:07 PM
...besides, how would Ducati compete with the Ninja 300? Try to beat it on value or just outright performance? You think they can beat a 300cc vertical twin with a 90deg V-2? You think they would make a Ducati with a Walmart frame, wheels, brakes and suspension? Do you really think they'd put the Ducati name on a bike that can't even break 13s in the quarter, can't do over 125MPH? How does "Italian exotica" jell with "best-selling bike on the market"? They're not interested in making cheap, slow, weak easy-to-ride bikes for noobs who want to look bad-ass in their full leathers on their 35hp "sportbike", dude. That would undermine their entire idiom. You don't have to buy a 1200 if you can't handle the power but don't try to rationalize downgrading in the name of "fun" or "utility". That logic will have you riding a moped in no time, and maybe you have not noticed but this is not "moped-usa".
ConcussionLogic   September 11, 2013 12:57 PM
@slant2 this is not a 300cc poser sportbike that we're talking about here. So to even bring the Ninja 300 into the discussion is "invalid". And how are you going to make a bike more "usable" on the street by reducing its power/weight ratio? Wait, I get it: by making it "safer" for noobs to ride it. Perfectly sensible option for a noob that can't handle a $18k 1200 Panigale to buy a $16k 900 Panigale. Broaden the powerband, THAT's the solution. For those of us who can handle such a bike (and who are the sensible market) making it less powerful isn't going to make it more fun to ride. Making it half as expensive for the same performance, that would make it a *lot* more fun to ride unless your thing is to buy and ride expensive high-performance Italian sportbikes. Making it lighter will make it harder to ride, but still more fun for those of us with the talent and skill to manage such bikes. As well as more expensive. This is just a dumbed-down version of the 1200 Panigale made for people who can't handle one, but in the end 150hp peak is still 150hp peak and if you can't handle the 1200cc bike you probably can't handle this one either.
luv2spd   September 10, 2013 01:35 PM
I think this bike has a lot of appeal. I know a lot of people who like the smaller displacement Ducatis for their better handling and more usable power. I personally like the bigger Ducatis, but this bike is also cool. Single sided swingarm is cool, but not necessary. Racing is irrelevant for this bike, if Ducati wants to go racing they will use the bigger bike. Displacements are all over the place these days anyways: Kawasaki 636, Triumph 675, Gixxer 750, MV 800
slant2   September 10, 2013 12:31 PM
BakedorFried your comments are invalid. The Ninja 250/300 is the best selling sportbike in the US. A good reason for making something a little less powerful and lighter may be to make it more fun and usable on the street. A good example of this is in the Ducati Streetfighter. The 848 version is a whole lot more fun to ride than the 1099 version. If you don't believe me read the reviews yourself.
OhComeOn   September 10, 2013 10:57 AM
I guess that you didn't notice that it's a 900. A $16k 900. Made by the same company that sells a $18k 1200, that is otherwise the same bike although with better components. The point of this bike, if I understand the article, was to bring to market a "poor-man's Panigale S". Certainly the looks are there and the performance is probably there despite the "2nd-rate" components and lower peak HP but the price is definitely not there: this thing costs almost as much as the Panigale S! And obviously they can't lower the weight much and keep the price low at the same time without reducing the performance also. The only reason I can see to even bring this bike to market is the insurance appeal of a lower-displacement/lower-HP model. Or as a simple engineering exercise.
cggunnersmate   September 10, 2013 04:47 AM
I think the only series the 899 will be allowed to race in will be Daytona Sportbike and will likely have weight penalties, air restrictors etc. And only because DSB's rules are more relaxed. You WON'T see the 899 racing in AMA Supersport or World Supersport.

I am suprised by the double sided swingarm and imagine it will garner tons of hate mail. I wouldn't be suprised to see a single sided swingarm on it in a year or two. Though probably sooner if they do an 899S, R or EVO.

And it seems to be a fair price point for the performace you get. All but 150hp and 73lbs of torque. That is liter bike territory and its lighter than most. Plus you get all the electronic bells and whistles.

Though its still going to have similar handling issues as the Panigale I think.
BakedorFried   September 10, 2013 01:23 AM
I am guessing the cheapest 1198 Panigale is the S model with a MSRP of $18k & dry weight 361 lbs. No ABS ($1k) and no red paint job (probably another $1k) and all the bells and whistles of the R model (364 lbs dry 417lbs wet and $26k MSRP). They all have the same 195hp peak 1200cc L-twin superquadro. Basically an example of the 90-10 rule. Note that it does not work well in reverse: you don't get 1/9th of the performance for 1% of the price not using the base 1199 model as the basis for comparison. You reach a point at which the only benefit of making the bike lighter & less-powerful is that it's slightly cheaper. But the bike ends up somewhere between a Gixxer 750 and a Gixxer 1000.
BakedorFried   September 10, 2013 12:49 AM
...why...explain this bike to me. It's an 1199 that's what, 40lbs lighter but also down 40hp & 300cc, roughly 30% less in each case? What's the point, beyond the engineering and manufacturing exercise? Does it also cost 30% less than the 1198 Panigale? Otherwise it's basically the same frigging bike. You know. Oh wait with a double-sided swingarm. That too. But I thought the Ninja 250 taught the world not to make a bike with a quarter of the hp that sells for half the price but has 2/3rds of the weight.
AnthonyD   September 9, 2013 07:11 PM
How are they going to race this in the Super Sport class? Its 102cc shy of being a liter bike. They are going to have to add a lot of weight.
DanPan   September 9, 2013 03:55 PM
Wow.... Really nice.. Now lets see how it will compare to MV F3 800.....