Despite be “baby superbike” billing, the 899 Panigale can still hit 200km/h with ease, even in the wet.
Naturally, given the conditions, and how I was determined not to leave myself as a greasy stain on the infamous Tamburello corner, I chose the tamest Wet riding mode. With traction control, ABS and EBC settings at their maximum, plus dialled-down power, I used that mode to learn the circuit and, more importantly, stay upright.
Regardless, “tamest” must be taken with a pinch of salt. This Italian sensation, pared-down or not, is still a bona fide superbike, as I was seeing 220km/h at the end of the main straight. Hardly shabby, considering the 899’s power in the Wet riding mode is artificially restricted to 100bhp out of a potential 148bhp.
On that note, the 899’s electronic riding aids are simply exceptional. It says a lot about how far technology has come when not one of the 40 journalists present went down in the miserable conditions. If it works this well on a racetrack, it’ll easily shrug off anything public roads can throw at it, to be honest.
At any rate, whether it was down to the tyres, electronic riding aids or a combination of both, my confidence built with each passing lap. By the second session, I plucked up enough confidence to switch to the bike’s raciest setting, albeit with the safety electronics still set at maximum (of course).
The styling of the 899 borrows many cues from its bigger brother, the 1199.
In the latter two modes, Sport and Race, you get the full-fat 899 experience, although Race gives you direct power delivery of the 148bhp. Now the bike’s true character has emerged and it really does what the brochure says, in that it’s an unadulterated yet (largely) unintimidating experience.
In contrast to the 1199’s ferocious power delivery, which causes unintended wheelies during acceleration, the smaller engine is delightfully manageable. This means I can focus on riding, as opposed to taming, the bike. Its linear delivery engages the rider rather than contrive ways to wet his leathers (and I’m not talking about rain here).
Another aspect of the bike is how quickly it turns on its side. The 899’s wheelbase is 11mm shorter than the 1199’s, and this minute difference is enough to make it significantly more agile. Where you have to wrestle the 1199 into changing direction, the 899 goes about its job of nailing apexes without fuss and drama, even in the wet. The bike’s smaller dimensions and friendlier ergonomics mean that your wrists, shoulders and neck will thank you at the end of a day’s (hard) riding, too.
So, don’t let the “baby Panigale” tag fool you – the 899 is a proper superbike in its own right, despite being cheaper and less powerful than the range-topping, fire-breathing 1199.
The rain may have kept me from exploring the bike’s limits, but if first impressions are anything to go by, the 899’s affable, non-intimidating (but still blisteringly rapid) nature might just win the hearts of more riders out there.
Ducati 899 Panigale
ENGINE 848cc, 8-valves, V-twin
MAX POWER 148bhp at 10,750rpm
MAX TORQUE 99Nm at 9000rpm
GEARBOX 6-speed manual
0-100KM/H Under 4 seconds (estimated)
TOP SPEED 250km/h (estimated)
Click here to check out our review of the Ducati Monster 1200S
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