Review: Ducati 1199 Panigale

Three obvious but crucial points to ponder about superbikes: 1. They are brutally fast machines, with specific outputs and acceleration figures that (aided by a general lack of governmental regulation) put seven-figure supercars to shame. 2. They only get fiercer, thanks to an arms race fueled by an insatiable desire to claim bragging rights and beat the other guys on the world's race circuits. 3. Most cost about as much as a Kia Rio.

Ducati, that more-exotic-than-the-next purveyor of two-wheeled tomfoolery, spent two decades incrementally evolving its superbike design and sticking to a trellis frame layout before completely reinventing its 2012 flagship. Dubbed the "Panigale" after the Bolognese neighborhood where the Italian manufacturer is based, the newest bike addresses its predecessor's shortcomings with a completely re-imagined design retaining two quintessentially Ducati features: a big twin engine layout, and Desmodromic valves. Though the trellis frame and butt-burning underseat muffler are gone, the signature Ducati exhaust note remains.

The "1199" designation isn't entirely honest – its L-twin displaces exactly 1,198.16 cc – but besides the marketing-biased nomenclature, there's nothing about this bike that isn't new. The trellis frame has been replaced with a 9.2-pound aluminum monocoque that incorporates an airbox and uses the engine as a stressed member. Mass has been centralized, ie, moved towards the middle of the bike, thanks to a new, underslung exhaust system. In addition to the smaller muffler, aggressive weight savings throughout include an aluminum fuel tank, lighter wheels and brakes, and re-worked subframes to hold the seats and instrumentation in place. Overall, the Panigale jettisons a substantial 22 pounds, yielding a wet weight of 414 pounds, unfueled.

Among other mods, the new mill alters its internal proportions to facilitate its 25 horsepower gain, resulting in a peak figure of 195 hp at 10,750 rpm. Pistons have been widened to a massive 112 mm bore, the largest you'll find outside the realm of supersized cruisers. The resulting oversquare ratio is fondly referred to as "Superquadro" by the Italians, and favors high-revving horsepower over midrange torque; though it approaches the bore/stroke figure of a Formula 1 engine, the Panigale still manages a thumping 98 pound-feet of torque, which peaks at a screaming 9,000 rpm. For what it's worth, Ducati claims the most potent power-to-weight ratio of any production motorcycle.

The Panigale packs no fewer than six electronic control units governing goodies like traction control, throttle response, available ABS, and a clutchless quick-shifter. The settings are negotiated via switchgear on the left handgrip and a contrasty TFT screen befitting a jet fighter cockpit. And yes, there is, of course, a "man mode" that removes all electronic wizardry and allows free reign over those 195 horses and stellar brakes. The "S" model adds an electronically managed suspension system that adjusts rebound and compression settings from the cockpit; ABS is optional on the base and "S" models, and adds 5.5 pounds to the overall package.

When first straddling the Ducati 1199 Panigale in the paddock of the Yas Marina Formula 1 circuit in Abu Dhabi, two things become immediately apparent: Even here at a race track, I'll be in no danger of fully exploiting this bike's vast reserves of performance, and I won't be fiddling with "man mode." I'll lean on those electronic aids while learning this track's 21 turns.

Off the line, the Panigale feels lithe and slim, with compact proportions that belie its fierce capabilities. Shockingly, it's also significantly more comfortable than the bike it replaces, thanks to a saddle that's been moved closer to the handlebars, which are now wider and taller. The upright eyelines feel more accommodating than the taxing, nearly horizontal back posture induced by its predecessor, and the new positioning inspires greater confidence before the wheel has rolled forward an inch. Twist the throttle, release the clutch, and ease ahead, and the Panigale's meaty powerband pours to the rear wheel, even though some midrange twist has been sacrificed for high-end oomph.

As much as its signature raspy snarl and large displacement L-twin make the Panigale sound and feel very Italian, the lack of torture rack ergonomics enables the rider's attention to focus on the erogenous zone of thrusty deliciousness where this bike's performance shines the most: the sweet spot between 7,000 rpm and its 11,750 rpm redline. Though there are awesome amounts of power available throughout (particularly at the higher registers), there's only moderate front wheel lift thanks to a lengthier wheelbase, longer swingarm, and peakier engine output.

While the 1198's weight distribution was a perfect 50/50, the 1199 diverts 52 percent of the mass to the front wheel and 48 percent to the rear, exactly matching the division of weight found on the superbike race version of its predecessor. And though BMW's S1000RR is graced with sophisticated wheelie control electronics, the Panigale skates by on its natural born geometry: you'll still lift the front wheel when you're heavy on the throttle in the right gear, but the gentle levitation feels so progressive, it's devoid of that scary, "Oh crap, will I flip this thing over?" suspense.

Along Yas Marina's straightaway – the lengthiest on the F1 calendar – there's no shortage of adrenaline flowing as the bellowing engine angrily charges toward redline in each gear. The numbers enlarge on the bar graph tachometer in a slick animated sequence while the bike rockets towards 170 mph. Speed well past the track's braking markers at that velocity, and there's still enough stopping power supplied by Brembo monoblocs to press you into the tank, partially evacuate your lungs, and properly set you up for the sharp left-hander – the perfect moment for a nice, deep inhale of arid desert air.

The Panigale turns precisely with light handlebar effort, only showing uncertainty as my slight miscalculation lands the tires on the apex's slick painted surface. At that point, traction control steps in almost imperceptibly to cut engine power and keep the red side up. The electronic safety net proves all but indispensible when a freak sandstorm later piles so much silty stuff on the track that our group of journalists kick up rooster tails of debris as our Italianate armada forms a series of crimson blurs across the otherwise pristine, charcoal-hued tarmac.

Is there a danger in judging the Ducati 1199 Panigale within the billiard table- smooth confines of a world-class race circuit, even if it's being assaulted by a sandstorm? The Panigale proves more potent, tractable, and – shockingly – accommodating than its predecessor, all of which is an exceptional achievement.

Unless your last name happens to be Bayliss, you'd be hard-pressed to extract anywhere close to all of this bike's performance on the track, let alone public roads. But when viewed purely as a monument to two-wheeled speed, the Ducati 1199 Panigale is about as good as production superbikes get.

Also, it's priced considerably higher than a Kia Rio. But hey, who said art was cheap?

WIRED Beauty. Brains. Brawn.

TIRED Punitive price. Comes with that not necessarily warranted, but inescapably real stereotype of the douchey Ducati rider. Think you're good enough to fully exploit all that performance? Think again.

Photo by Basem Wasef/Wired