Its a gerat bike. Fitted with a new, more powerful engine with slipper clutch, ready to unbridle a racing attitude. Built on animproved chassis integrating a monocoque frame, together with fully adjustable suspension. Poised between road and track, between pure performance, technology and effortless handling, the 959 Panigale sports a breathtaking design. The ideal adrenaline-booster in the form of a Ducati superbike. Ducati boosts the engine size of its smaller Panigale to create the new 959. Ducati has been on the gas lately, the Italian manufacturer introducing a total of nine( yes, nine) new models at the 2015 EICMA show held this past November in Milan, Italy. Among the more notable bikes unveiled that day was the Scrambler Sixty2, Multistrada Pike's Peak, Hypermotard 939, and this, the 959 Panigale, which only a few days after the show I had the chance to ride during a one-day test atthe Circuito de la Comunitat Valenciana Ricardo Tormo. The 959 gets some aerodynamic upgrades such as a wider front fairing and taller and wider windscreen. Mirrors( removed for the track test) arealso like the ones on the 1299, with shorter stalks than before. Overall, we'd say it's pretty hard to disagree with the bike's looks. Just as it did in 2015 with the 1299 Panigale, Ducati has upped the ante in 2016 with the “smaller” Panigale, giving the previous 899 the same stroke measurement as the 1299 to create the new 959 Panigale.
Looking at the other updates, they are minimal but important, with the engine’s slight increase in stroke from 57.2mm to 60.8mm necessitating a new crankshaft and connecting rods. The piston crowns are slightly different, while strict Euro 4 noise emissions standards required the fitment of a different exhaust system with dual mufflers on the right side( thankfully absent from US models), aswell as a ribbing on the cylinder heads and valve covers, and a different cam chain. Exhaust diameter was increased from 55mm to 60mm, while on the intake side, the 62mm oval throttle bodies now feature dual injectors. Also, the wet clutch now gets the slipper/assist function from the 1299 that provides the dual benefitof lighter lever action and smoother downshifting when riding aggressively. Thanks to the bike using the same cast-aluminum monocoque two-pieceframe that uses the engine as a structural member, updates to the chassis are limited to a 4mm-lower swingarm pivot that's claimed to improve rear tire grip at the exit of a corner. The 959 engine’s slight increase in stroke from 57.2mm to 60.8mm results in a total displacement of 955cc, which in regards to peak power, puts the Ducati on a more level playingfield with bikes like the MV Agusta F3 800 and Suzuki GSX-R750. Other changes include slightly different piston crowns, plus a different exhaustsystem with dual mufflers on the right side( for non-US bikes), as well as a ribbing on the cylinder heads and valve covers, and a different cam chain, which was necessitated by strict Euro 4 noise emissions standards. Handling is best described as light and responsive, with the 959 Panigale's 430-pound wet weight making it easy to keep the bike on line. Setting the EBC at Level 1( least engine braking) and taking full advantage of the slipper clutch was a big help under braking, as it allowed for the rear end to step out just enough while hammering downshifts to aid but not interfere with corner entry. Speaking of braking, the feel and control provided by the Brembo M4.32 monoblock calipers and 320mm discs was outstanding, allowing trail-brakingdeep into the corner without issues. The fully adjustable Showa 43mm Big Piston Fork offered a solid feel in all conditions, though while the fully adjustable Sachs rear shock performed admirably, we were wishing for a slightly stiffer spring in the back to counter some squatting under acceleration. Midcorner stability was rock-solid, and although initial turn-in at speed took some effort( a likely by-product of the rear end squat), overall steering habits were light and agile—the 959’s 430-pound wet weight surely helping matters here. The 959 Panigale gets a taller and wider windscreen, similar to the 1299 Panigale, and this definitely helps keepthe windblast off you down long front straights better than the comparativelyskimpy predecessor. You can carry a little more confidence as you move around on the bike too, as Ducati has also updated the footpegs to ones like what you’d find on the 1299, which grip your boots far better than the previously useless pegs used on generations of Ducatis that were only good to rest your feet on when cruising in a straight line. Another big benefit is the 959's Brembo M4.32 monoblock calipers and 320mm discs, which offer up greatbraking power and allow you to trail-brake all the way into a corner with absolute confidence. All told, the small tweaks that Ducati engineers have made to the package, combined with updates to the “Supermid”superquadroengine, have yielded great results for the new 959 Panigale. This is the type of bike that you can really feel like you’re squeezing all the potential out of, instead of the 1299 Panigale where at times you feel like you’re only along forthe ride. Yeah, calling a bike with a 955cc engine a midsize machine is a bit of a stretch, but after a ride on the 959 Panigale, you probably won’t care one bit. BUT IN THE END I'LL JUST ONLY SAY ITS A GREAT BIKE.
