Ducati Performance kit for Ducati 899 Panigale

Stw · Jan 10, 2014

jarelj said:
I guess I'm an idiot then since I sold my 1199 and bought an 899.......

You may be the smartest man in the room...

outhouse · Jan 10, 2014

jarelj said:
I guess I'm an idiot then since I sold my 1199 and bought an 899.......

No doubt its a fun bike.

But you dont count, your surrounded daily by Ducati products

CW AF 03 · Jan 13, 2014

It's more fun to ride a slow-bike fast, than a fast-bike slow.

Mitchell201198 · Jan 13, 2014

Charliem90 said:
At MSRP:

899 = $15k
1199 = $19k

That's not close. There's a (almost) 25% spread there.

You know what is close? In '97 a 748 was $15k and a 916 was $17k. I bought the 748. Not because it was cheaper. But because it had a different setup. A closer ratio tranny being the primary reason (748 used a close-ratio 888).

There are reasons someone would choose an 899 over an 1199 that have nothing to do with price. If I was shopping today, even after a year on my 1199, I would give serious consideration to the 899.

I think that people who sneer at 899s as just a "baby-Pani-wannabe" are missing the point of smaller bikes. I have my 1199 but I'm eagerly waiting for 2015 'cause I'd love to have one of these. Two different bikes. Two different ways to have fun.

I paid 17k new for my 1199 base but whose counting.

Denver Rick · Jan 13, 2014

I have considered moving to the 899 from the 1199, so not sure that would be a wannabe. I think it is likely better for the street, which is all I'm on. Stay at better RPMs in the twisties. If it had the electronics of my tri, I'd do it.

Mitchell201198 · Jan 13, 2014

Denver Rick said:
I have considered moving to the 899 from the 1199, so not sure that would be a wannabe. I think it is likely better for the street, which is all I'm on. Stay at better RPMs in the twisties. If it had the electronics of my tri, I'd do it.

I feel you would be very disappointed downgrading to a 899.

Trauma · Jan 13, 2014

Mitchell201198 said:
I paid 17k new for my 1199 base but whose counting.

These are list, either could be discounted.

Denver Rick · Jan 14, 2014

Mitchell201198 said:
I feel you would be very disappointed downgrading to a 899.

Possibly. But have to admit, riding my wife's Daytona 675R is pretty damn fun.

AlohaMark · Jan 14, 2014

Is the 899 cheaper to insure than the 1199? Could be a factor for younger riders.

outhouse · Jan 14, 2014

Denver Rick said:
I have considered moving to the 899 from the 1199, so not sure that would be a wannabe. I think it is likely better for the street, which is all I'm on. Stay at better RPMs in the twisties. If it had the electronics of my tri, I'd do it.

You would be in the same exact RPM range, if not higher.

Both bikes top out in second at close to the same speed.

The only difference is your beating harder on the the baby pancake

You would also miss the better suspension.

No way ill ever go backwards

Denver Rick · Jan 14, 2014

outhouse said:
You would be in the same exact RPM range, if not higher.

Both bikes top out in second at close to the same speed.

The only difference is your beating harder on the the baby pancake

You would also miss the better suspension.

No way ill ever go backwards

How is that possible that they both top out in second at same speed?

outhouse · Jan 14, 2014

Denver Rick said:
How is that possible that they both top out in second at same speed?

848 was a hair faster actually, with SP's it would do 103-104 mph ish with all the redlights on. With Q2's it would do 101-102

1199 is lucky to even hit a 100 unless you pinn it hard. It does pull harder then the 848 though second

Where you really feel the 1199's power is in third where it walks further away from the 848.

Denver Rick · Jan 14, 2014

outhouse said:
848 was a hair faster actually, with SP's it would do 103-104 mph ish with all the redlights on. With Q2's it would do 101-102

1199 is lucky to even hit a 100 unless you pinn it hard. It does pull harder then the 848 though second

Where you really feel the 1199's power is in third where it walks further away from the 848.

Huh. I had just heard through reviews that you have to change gears more and faster. I'd would have thought the smaller engine would have been geared that way (similar to the daytona). Well that sucks, never mind. I think the 899's real competition is the RSV4, which I had before this and admittedly miss sometimes.

turnone · Jan 14, 2014

Buying the smaller bike makes sense in many ways. What doesn't make sense is buying the smaller bike and spending thousands in upgrades to make more power and lighter weight, when both of those things are already available for less than $3K more in real pricing right now with the 1199. Easier to reduce power and add weight than the other way around.

MrKO · Jan 14, 2014

So what would a 1199S Spec'd 899 weigh in at? Funny no one has mentioned the fact that the bigger the engine the more it effects the handle, do to centrifugal force. Also the full swing-arm is a better design for track use. I would love to pick up a pre owned 899 next year as a track bike.

outhouse · Jan 14, 2014

MrKO said:
So what would a 1199S Spec'd 899 weigh in at? Funny no one has mentioned the fact that the bigger the engine the more it effects the handle, do to centrifugal force. Also the full swing-arm is a better design for track use. I would love to pick up a pre owned 899 next year as a track bike.

It was mentioned I believe. The difference is negligible.

Why is the full swingarm better?

transdesigner · Jan 14, 2014

turnone said:
Buying the smaller bike makes sense in many ways. What doesn't make sense is buying the smaller bike and spending thousands in upgrades to make more power and lighter weight, when both of those things are already available for less than $3K more in real pricing right now with the 1199. Easier to reduce power and add weight than the other way around.

+1, I agree with this.

In regards to centrifugal force... it's the same number of cylinders and roughly the same design with a 300cc difference. Honestly I bet the crankshafts are almost identical to save on development cost, which would mean the inertias are about the same, which would mean it's probably a negligible effect on handling. With the lightweight flywheel option on the 1199, I bet you get close to the inertia of the stock 899. Just assumptions though

jjsC6 · Jan 14, 2014

Trauma said:
I am afraid I must disagree. The fact that the 2 prices are so close, the buyers probably aren't wanabees. We should probably start a thread on the why. I heard it is an easier bike to ride hard, as it is a bit tamer. And some people just don't want a liter plus bike. Never met any ( ) but they are out there.

If its resale doesn't hold as well as the 1199, then I could see people buying it for price.

PS I noticed the MWR wasn't in the kit

So in other words its for people who don't know that you can control the power with your right hand?

I can accept that there really are folks who would not buy an 1199 even if the prices were identical. I don't get it, but then I don't get a lot of things in life. Another possible issue is that the 899 might be much cheaper to insure.

I think it's great that Ducati came out with the bike. No"¦I really do. Now we can see who the manly men are

jarelj · Jan 14, 2014

Besides the smaller bore, the 899 has a shorter stroke than the 1199, a completely different crank, different flywheel, etc. If it's anything like the difference between the 848 and 1198, the reduced centrifugal force resisting turning is very noticeable, especially in high-speed turns at high RPM's. A lot of people assume it's the chicanes where you're flipping back and forth where it's most noticeable, but that's not true because you're at a much lower RPM so there's less spinning force in the engine at that point. 899 is also geared a LOT shorter, 15/44 compared to 15/39 on the 1199, so will be at a higher RPM at any given speed and will spin up quicker. It's also easy to assume that you can "control the power with your right hand" on the 1199 to produce the same experience as riding the 899, but in practice it's not really that easy. Twisting the throttle to the stop is very easy compared to twisting the throttle to 7/8ths or 15/16ths or 31/32nds etc. And on an 1199 the difference between 7/8ths and full throttle is HUGE.

turnone · Jan 14, 2014

jarelj said:
Besides the smaller bore, the 899 has a shorter stroke than the 1199, a completely different crank, different flywheel, etc. If it's anything like the difference between the 848 and 1198, the reduced centrifugal force resisting turning is very noticeable, especially in high-speed turns at high RPM's. A lot of people assume it's the chicanes where you're flipping back and forth where it's most noticeable, but that's not true because you're at a much lower RPM so there's less spinning force in the engine at that point. 899 is also geared a LOT shorter, 15/44 compared to 15/39 on the 1199, so will be at a higher RPM at any given speed and will spin up quicker. It's also easy to assume that you can "control the power with your right hand" on the 1199 to produce the same experience as riding the 899, but in practice it's not really that easy. Twisting the throttle to the stop is very easy compared to twisting the throttle to 7/8ths or 15/16ths or 31/32nds etc. And on an 1199 the difference between 7/8ths and full throttle is HUGE.

I understand a lot of what you are saying but:
1. Geared lower = higher rpm for same speed. This reduces or negates any gyroscopic effect advantages the 899 has.

2. 1199 makes more power just about everywhere and probably exceeds the 899's max power 2500 rpm less and then continues on way above.

I'm not saying the 1199 is easier to ride but the bike is limited by the rider. An 899 will be after for a large number of riders who can't control the 1199's power.

I suspect (if) any advantage the 899 has will mostly relate to wheelbase and rake/trail.

Ducati Performance kit for Ducati 899 Panigale

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