The Final Edition’s V-twin motor doesn’t have sandcast crankcases or aluminium cylinder liners, like the Superleggera, but the rest is the same, from its high compression superbike-spec pistons, to its high-lift cams, lightweight flywheel and crankshaft with tungsten counterweights, titanium con rods, intake and exhaust valves, ported cylinder head, lithium battery and sexy WSB-style, Euro 4-friendly underseat exhausts.
Do engine internals actually matter when most won't even be started let alone ridden. And if the are ridden I doubt hardly any would be ridden like they could be.
I would think if you are spending money over and above a standard Panigale then they do matter. Lightened engine internals make a significant difference to the way an engine spins up and the use of titanium makes them stronger too. On track these things matter and a lot of the Ducati R models do get used that way. A lot has changed in the two years since the original 1199 Panigale R was introduced, including those aforementioned World Superbike rule changes. With Ducati’s engineers no longer overly hampered by concerns for a street-oriented power curve, the R version has become even more radical. With strict restraints placed on engine, chassis, and electronics modifications in World Superbike, this homologation special has some pretty trick standard parts. Key to the engine is its new internals. A lightened crankshaft is balanced with tungsten weights, while titanium Pankl connecting rods and new two-ring pistons with SBK crowns are used. Bore and stroke remain an identical 112 x 60.8mm for an actual 1,198cc. The engine’s compression ratio has been increased to 13.2:1 (from 12.5), while titanium intake and exhaust valves are employed and utilize new cam profiles and timing. Redline has been increased to 12,500 rpm (from 12,000), while peak crankshaft horsepower is now a claimed 205 at 11,500 (up 10), while almost every bit of its 100.5 pound-feet of peak torque is available from 8,500 to 10,500 rpm. Downstream is an all-new Akrapovic exhaust system with 60mm titanium header pipes, and a pair of Ti mufflers capped with carbon-fiber end caps. A unique feature is an ECU-controlled exhaust valve that helps manage the engine-braking strategy that is new to the electronics package.
Engine internals definitely make a massive difference if you are actually riding it properly. Whilst I think the 1299S is probably the best all round Ducati twin I prefer the 1199 for its lighter displacement; it’s quite noticeable when switching directions on track. My understanding was that the FE is the best of both worlds , the extra torque of the larger displacement but without the extra weight when it’s spun up. It’s a 1299R / baby Superleggera but still friendly for the road like an S. The lightweight internals in my Gen 2 R are a massive jump again in ease of moving the bike side to side at high speed. It’s an absolute pleasure to ride when you’ve got it singing. I’d actually argue that a surprising amount of R models do get used properly on track especially since they are pretty awful on the road anyhow.
Cycle World breakdown of the 2014 SL’s 1199 spec. I’d forgotten just how super exotic the motor and bike is. https://www.cycleworld.com/2014/09/...the-ducati-1199-superleggera-so-light-weight/
Yeahhhhhhh The SL's are top shelf exotic, I'm always thinking about them but in this country (Australia) they are just too much money. A mate bought a low milage bike for $75,000AU that's just way way out of my league.
Oooooo good bit of reading, i was lead to believe it was the Panigale 1199R and then the Panigale R HUGE difference. Very nice R by the way
how many of the gen 2 panigale r were sold in the uk,are they worth paying the extra over a 1299s for road use and the odd trackday
