As the entry-level motorcycle in Ducati’s superbike family, the 959 Panigale has a tough task – it has to play the role of a good streetbike and that of an admirable track machine too. It has just been launched in India and so, we flew down to Thailand to bring you the racy side of the new baby Panigale, straight from the fantastic and intricate Chang circuit.
It’s a case of what works best, wins. To understand this, you need a bit of background reference. The 959’s predecessor, the 899, was launched after the bigger 1199 Panigale. However, the 899’s chassis turned out to be so good, it was used for the 1199’s replacement, the 1299 Panigale! Get it? So, no surprises that one of the defining aspects of the 959 has been carried over pretty much unchanged from the 899.
The engine again, is based on the motor of the outgoing 899 Panigale, but has been heavily revised to help it meet Euro IV emission regulations. The revisions have also increased peak horsepower to 157hp (earlier, 148hp) and torque to 107.4Nm (99Nm). To make best use of the extra grunt, the 959 retains the same six-speed gearbox as the 899, but its overall gearing is taller.
Hopping onto the saddle of the 959, you notice that it is an incredibly compact motorcycle. The seat tips you forward onto the slim clip-on handlebars, but the ergonomics aren’t overly aggressive. Turn the ignition key on and the LCD screen comes to life, and reminds you that costs have been kept in check as the colour TFT screen has been given a miss here.
Slide the engine kill switch to the on position, keep the starter button depressed for a second and the L-Twin engine coughs to life and then settles into a mechanical rumble. As we head out of the pit lane, I am pleasantly surprised by the light action of the clutch. The engine too seems to be quite capable of chugging on at low rpms. Onto the straight, it’s time to gas it up and the 959 responds with impressive urgency.
In Sport mode, the engine offers full power but throttle response is milder than in the Race mode that we try later. The modes also come with preset settings for the eight-stage traction control, three-level engine brake control and three-level ABS system. The Rain mode lifts the intervention levels high and also caps power to 100hp. Despite the clouds looming above us, we are sure that we won’t have to rely on that mode today. The nuances of the modes become apparent as I switch to Race. Here, you can feel a crisper throttle and the stronger mid-range can be used to full effect. Although the mid-range is impressive and the top-end serious, you come to terms with the punch from the Superquadro motor fairly soon.
Screaming through the revs on an L-Twin is a different experience. The noise is an angry blend of small and precise mechanical bits hammering away furiously and of air being yanked in and shovelled out in almighty gulps. The little Panigale, although not as feisty as other litre-class motorcycles with 200hp on tap, is not so little on performance, hitting 260kph down the straights.
Even though the rush tapers off slightly, there is plenty of juice as you head to 11,000rpm and the shift light warns you to upshift. Armed with the Ducati Quick Shifter, there really is no drama in going up gears as a slight tap on the lever gets the job done with virtually no interruption in power. Where you need to put some extra effort is through the corners, as it is crucial that you’re smooth with the throttle, else the motor dishes out sudden bursts of power, which can make the going feel a bit choppy.
Now out on track, I’m expecting the 959 to be light and sensitive to inputs at the handlebar, but it needed a bit more muscle to get turned in. The baby Panigale actually weighs more than its elder sibling. However, a few laps in, I find that it doesn’t lack in agility and the extra effort to get it turned in isn’t wasted, because in exchange, you’re getting unwavering commitment from the front end. Go too hot, pick the wrong line, shift weight mid corner, nothing, absolutely nothing, seemed to bring out a nervous streak in the 959. The Pirelli Diablo Rosso Corsa rubber at both ends, no doubt, amplifies the sense of confidence.
Also adding to the confidence here is the introduction of a slipper clutch. Scrubbing speed from 260kph to 100kph, slamming down the gears from 6th to 2nd, picking and sticking to a line, is all too easy as the rear wheel stays obediently in line. Squeeze on the front discs via the M4.32 Monobloc calipers results in solid retardation while the front brake also offers a light feel at the lever.
With the 959 Panigale, Ducati has built a motorcycle to draw more riders into the superbike fold. The 959’s blend of electronic sophistication, manageable power, confidence-inspiring handling and enjoyable agility make it a well-rounded motorcycle.
The 959’s price tag for India of Rs 14.37 lakh (ex -showroom, Mumbai) also lands it in quite a sweet spot as it sits just above the less exotic, less powerful but uber-sporty Triumph Daytona 675R. On the other hand are the more powerful litre-class motorcycles from Japan, but they don’t carry as much appeal and cost several lakhs more. While we haven’t tested Ducati’s new 959 Panigale in the real world and on Indian roads, its combination of ergonomics, engine character and suspension setup suggest that it will be a motorcycle that should be fairly easy to live with. For now though, the 959’s ability to excite without being overwhelming, its incredible confidence, electronics, exotic appeal and left-brain sensibilities make it a package that makes more sense with every passing minute.
