ducati panigale 959 lcd panel factory

Superbike Essence: The track as a test bench, the stopwatch as an indisputable judge. For us victories and pole positions mean only one thing: the ability to build increasingly better street bikes. Because in Borgo Panigale competition and mass production are so close that they coexist. Technology, materials, innovative - and sometimes "visionary" - ideas give rise to unique motorcycles. Like the 959 Panigale, which incorporates the DNA and spirit of winning Superbikes to a practical level never seen before.

Perfect balance: Power and lightness. Performance and control. The 959 Panigale achieves the perfect balance of these elements. The power of the 955 cc twin cylinder Superquadro and the exclusive monocoque frame create a unique mix of performance and ease of riding. Lightweight, easy to handle and controllable thanks to the technical equipment like the Brembo monobloc brakes with Bosch ABS, the slipper clutch, the advanced and adjustable suspensions and all the control and management electronics.

Symbiosis of technique and design: Born from a tradition that has seen many Ducati models win the most important design awards, including the prestigious Compasso d"Oro, the Panigale family has always been an example of style. The LED light emits an immediately recognisable light signature, the headlight fairing optimises the aerodynamic protection and airflow to the engine, while the tail guard split in two parts makes the back even more aggressive.

The Superquadro engine: The twin-cylinder Superquadro on the 959 Panigale is an integral part of the chassis as well as being the desmodromic heart of the bike. 157 hp at 10,500 rpm and a torque of 107.4 Nm at 9,000 rpm are numbers worthy of a Superbike, which on the 959 Panigale are managed not only by an advanced chassis but also by a top-of-the-line technical package.

Performance, agility and control: The 955 Panigale uses all the Ducati technology to provide a perfect blend of racing performance and safety and comfort on the road. The standard motorcycle features the Bosch ABS 9MP, the two-channel latest-generation system that provides combined braking with anti lift-up function for the rear wheel so as to guarantee not only a reduced stopping distance, but also greater stability under braking

Superbike Essence: The track as a test bench, the stopwatch as an indisputable judge. For us victories and pole positions mean only one thing: the ability to build increasingly better street bikes. Because in Borgo Panigale competition and mass production are so close that they coexist. Technology, materials, innovative - and sometimes "visionary" - ideas give rise to unique motorcycles. Like the 959 Panigale, which incorporates the DNA and spirit of winning Superbikes to a practical level never seen before.

Perfect balance: Power and lightness. Performance and control. The 959 Panigale achieves the perfect balance of these elements. The power of the 955 cc twin cylinder Superquadro and the exclusive monocoque frame create a unique mix of performance and ease of riding. Lightweight, easy to handle and controllable thanks to the technical equipment like the Brembo monobloc brakes with Bosch ABS, the slipper clutch, the advanced and adjustable suspensions and all the control and management electronics.

Symbiosis of technique and design: Born from a tradition that has seen many Ducati models win the most important design awards, including the prestigious Compasso d"Oro, the Panigale family has always been an example of style. The LED light emits an immediately recognisable light signature, the headlight fairing optimises the aerodynamic protection and airflow to the engine, while the tail guard split in two parts makes the back even more aggressive.

The Superquadro engine: The twin-cylinder Superquadro on the 959 Panigale is an integral part of the chassis as well as being the desmodromic heart of the bike. 157 hp at 10,500 rpm and a torque of 107.4 Nm at 9,000 rpm are numbers worthy of a Superbike, which on the 959 Panigale are managed not only by an advanced chassis but also by a top-of-the-line technical package.

Performance, agility and control: The 955 Panigale uses all the Ducati technology to provide a perfect blend of racing performance and safety and comfort on the road. The standard motorcycle features the Bosch ABS 9MP, the two-channel latest-generation system that provides combined braking with anti lift-up function for the rear wheel so as to guarantee not only a reduced stopping distance, but also greater stability under braking

Like all the major players on the world stage, Ducati offers (relatively) street-friendly models in the 959 Panigale and 959 Panigale Corse for 2019. This pair showcases the Italian giant"s performance chops from the brushed-up stressed-skin structure all the way down to the newly-tuned innards of the 955 cc engine to compete against the other top-shelf, racebike-like offerings. Top-shelf electronics finish off the package to give them all the rider aids and safety systems you can reasonably expect at almost any price point, so you have a chance of keeping it dirty-side down while you raise your riding game.

The factory"s racing DNA is on display in the 2019 959 Panigale for consumption by us mere mortals in the general riding public. The “959” siblings borrow from their big brother the Panigale 1299, but with some subtle variations of their own. A newly widened front fairing and bubble screen lead the way with improved aerodynamics meant to maximize penetration and reduce drag along with the refurbished headlight arrangement that nevertheless maintains the aggressive “angry eyes” look typical of the family.

Since it"s a proper streetbike that allows for the option of racing instead of a full-on race machine, the 959 necessarily has to carry mirrors and turn signals, but the factory wisely combined those two features. Not only does that clean up the front end, but it also makes it easier to remove the weight they add for actual track days if you"re into that sort of thing.

The lateral air-intake ports were enlarged to make better use of the ram-air effect at the bike"s entry and get a cheap boost to the engine"s volumetric efficiency. Below the lights, a cowl scoop opens wide to closely engulf the front wheel and increase the all-up-front general look of the Panigale, and of course, it doubles as a shroud that forces cooling air through the radiator and engine compartment. The enclosure continues down to a full chin fairing and belly pan to leave quite a bit to the imagination and leave us with but a glimpse of the innards.

Since this is a bike that"s meant -- more or less -- for everyday use, the tapered tail comes with a pillion pad, and there"s a set of flip-up, billet-aluminum footpegs bolted to the subframe so you can share the fun with a friend. The taillight is recessed in the tip of the tail, but the blinkers and tagholder is mounted to a short mudguard that, like the mirrors and passenger pegs, can be quickly struck from the bike as a unit to pare down for race days. Oh, and it goes without saying that these Panigales are pure sex on wheels from an aesthetic standpoint.

Rather than going with the usual underframe support system, Ducati opted to use a monocoque structure that uses the body panels and engine as stressed units to arrive at its final rigidity. As you"d expect, that shaves quite a bit of weight off the final tally to put the base 959 at 387.2 pounds, and the Corse at 386.9 pounds, dry. Yeah, I know we don"t ride dry bikes, but that"s the metric we have to work with for now.

A die-cast, yoke-style aluminum swingarm finishes out the bones and contributes to the low weight as well with a 4 mm lower pivot point (versus the 899) and a 51/49 split on the weight distribution. The steering head sets a rake angle of 24 degrees with 3.78 inches of trail to make the Panigale downright eager in the corners, and both models come with a steering damper to take the edge off the kickback forces.

At this point, the base model and Corse diverge in their gear. The base 959 rides on 43 mm Showa BPF stems with a Sachs monoshock out back while the Corse rocks Öhlins NIX30 forks and a TTX36 to take care of business. No matter which you choose, you can count on the full spectrum of adjustments.

Dual, 62 mm oval throttle bodies manage the induction with a pair of injectors per cylinder and a Ride-by-Wire throttle control and a host of rider aids that include Traction- and Engine-Brake Control along with a Power Modes function that lets you tailor the power delivery. Power flows through a slipper clutch adding yet another layer of protection for the rear contact patch, and the six-speed transmixxer comes with the Ducati Quick Shift feature that allows for seamless shifts sans clutch actuation.

The base 959 Panigale rolls for $15,495 in Ducati Red or Arctic White Silk. If you want that Corse yummy-goodness, be prepared to shell out $17,895 in the red/white/black Corse livery.

Safety Equipment:ABS, Ducati Traction Control (DTC),Engine Brake Control (EBC), Riding ModesABS, Ducati Traction Control (DTC),Engine Brake Control (EBC), Riding Modes

There is certainly no shortage of “Racebike-lite” models on the market right now, but I"m going to focus on one of my faves; the YZF-R1 from Yamaha to go up against the Ducati 959 Panigale. While the Japanese ride doesn"t quite match the sexy curves of the Eye-Tie, it does have charms of its own, and perhaps most importantly, it displays a function-driven form that means business.

The Tuning Fork Company leads off with a ram-air port to match the Ducati in that respect, and the hang-on gear such as the integrated mirror/turn signals and rear mudguard/blinker/tag assembly are made for easy removal ahead of a track day. Like the Duc, the R1 rocks a p-pad and passenger footpegs so you can take a friend on your road adventures, but also like the Panigale, there are much better candidates on the market if you want your passenger to have any kind of comforts.

Yamaha uses a Deltabox frame for support instead of a monocoque system as with the 959, but the suspension comes with the full trifecta of adjustments to break even with the Duc where it counts. Yammy"s choice of power is the 998 cc Crossplane Concept plant that churns out 190 ponies at the shaft, and 73.2 pound-feet of torque against the 150/75 from the Superquadro for a definite advantage. Top speed on the YZF clocks in at 182 mph for another minor victory, but if you"re actually racing on a closed circuit, quickness and handling trump top speed, and skill level represents an important variable that raw power alone will likely never overcome.

Yamaha runs with lean-sensitive traction control, launch control, slide control and a quickshifter, so it"s a match for the Duc across the electronics as well. The stickers are similar as well with the Yamaha YZF-R1 rolling for $16,699 to fall in the middle of the range posed by the Panigale 959 and Corse.

My wife and fellow motorcycle writer, Allyn Hinton, says, “One thing I didn"t like about the 959 Panigale is that it was hot. Even when moving, there was a lot of heating washing up your legs, which would take it off my "potential commuter" list unless you have an unimpeded shot to work with very few stops. Other than that, it"s lightweight and surprising comfortable for a supersport bike.”

RMDTR0YX–Phillip Island Grand Prix Circuit, Australia. Sunday, 23 February, 2014. Round 1, 2014 FIM World Superbike Championship. Race 1.Voltcom Crescent Suzuki superbike rider Eugene Laverty (left) exits the Lukey Heights corner at Phillip Island followed by Davide Giugliano. Laverty won the first race by a margin of 2.959 secs. Credit: Russell Hunter/Alamy Live News

Named after the manufacturing town of Borgo, the Panigale line established its roots a while ago. The first Panigale scrambler was the 899 Panigale. This model made its debut in back 2013 and offered a Superquadro engine, a groundbreaking and one-of-a-kind super powertrain. Other main highlights were the airbox chassis as well as a long list of electronics. In 2016, the 959 Panigale badge name emerged, and unlike its predecessor, the 959 offered so much more. It was set to sway the motorcycle segment.

Ducati designed the 959 models to follow the tough Euro 4 noise and emissions laws. It came with a new 955cc motor packed with internal mods. This gave the 959 Panigale an extra impulse of 9-hp and 6.2 lb-ft of torque over the preceding 899 Panigale. Ducati also gave the 959 Panigale new exhausts and an advanced sound-muffling system for its motor. This added more weight but improved its performance and driving experience. It also featured safety equipment, such as the Bosch ABS 9MP and the Ducati Traction Control system. New additions were the slipper clutch, Superleggera footpegs, a lower swingarm spot, and a 1299-style bodywork for the baby Panigale.

The 959 Panigale is a reliable and affordable Ducati motorcycle produced from 2016 through 2020. Even after its demise, the 959 Panigale remains a top choice for most motorcycle fanatics. We’ll dive into its design, power, and tech features that make it a suitable addition to your garage.

Inspired by the preceding 899 models, the 959 Panigale immediately looks dominant and ready to take on its competition. According to Ducati, the motorcycle’s body was also restructured. This ensured that the final masterpiece offered everything a bike enthusiast would call ideal: Aerodynamic shape, a balanced weight distribution, and durability on all fronts.

The brand designed the 959’s Superquadro engine as an essential mechanical element of the frame. Ducati also redesigned the exhaust system. The newer system came with twin silencers, placed on the right-hand side of the brake. The 959 Panigale measures a 1.431-mm wheelbase and an 830-mm seat height.

One feature that makes the 959 Panigale stand out from the pack is the attire. Unlike the preceding models, the brand added a unique twin-color livery to the lines on the 959 Panigale. The model gets its inspiration from the Desmosedici MotoGP, which mixes white with the classic Ducati red shade.

The Ducati 959 Panigale took the “minimalist instrument panel” to a whole new level. Its dashboard featured an advanced multifunctional LCD Instrument panel. The LCD instrument panel offers a sporty layout and a super crisp display, inspired by Superbike and MotoGP world championships.

The Ducati 959 Panigale comes with enticing safety features, such as the Ducati Traction Control and the Bosch ABS 9MP. The DTC system controls the rear wheel slipping. It automatically adjusts the rear wheel tolerance level to match the terrain.

The Bosch ABS 9MP system provides two-channel braking with an anti-lift-up function for the rear wheel. This guarantees a reduced stopping distance and greater braking stability. Other standard features of the 959 Panigale are the Riding modes and the Engine Brake Control system.

The Ducati 959 Panigale comes equipped with a 955cu. Superquadro engine. This strong four-stroke DOHC engine produces an impressive 150-hp at 10,500 rpm and 75 lb-ft at 9,000 rpm. It’s a touch more powerful than its predecessor. The Euro 4-approved engine combines with a 6-speed transmission system. Compared to the standard version, the transmission on the 959 Panigale model includes large-diameter gears. This gives it greater resistance, thus improving performance.

What we also love about the 959 Panigale are the robust suspension systems. The front suspension consists of 43mm Showa BPF forks. These are fully adjustable depending on your preferences, and provide 4.7 inches of travel. Alternatively, the rear suspension comprises an adjustable side-mounted Sachs mono-shock, which gives you up to 5.1 inches of travel. The special edition 959 Panigale Corse model comes equipped with an exclusive Öhlins suspension system.

When it comes to performance, the 959 Panigale offers the very best. The bike’s overall design puts the driver in a great driving position. Also, the aluminum monocoque chassis has a lightweight construction. This keeps the curb weight of the Panigale down to 440 pounds. Not only does this boost the motorcycle"s speed. It also makes it easier to handle, even on the bendiest roads. Speaking of handling, the 959 Panigale comes with a sturdy front braking system. This features new Brembo M4.32 monobloc calipers to keep all those horses in check.

ERGONOMICS: The 959 Panigale was ergonomically designed to provide perfect integration between the rider and the bike. The comfortable anti-slip seat, the reduced profile between the lower limbs in the riding position and an optimised positioning of the handlebars offer the perfect position for controlling the bike with total confidence both on the road and on the track.

ÖHLINS SUSPENSION: This exclusive version of the new 959 Panigale is equipped with premium Öhlins suspensions. The fork is an Öhlins NIX30 with a 43 mm diameter, multi-adjustable with TiN treatment of the legs, while the shock absorber is a multi-adjustable Öhlins TTX36. The suspensions are completed with the steering damper, also by Öhlins and adjustable.

MONOCOQUE TECHNOLOGY: The 959 Panigale chassis represents the continuation of the innovative Monocoque concept: several components have been integrated to obtain a single, compact and lightweight element that enhances the driver"s position by perfecting the driving position. The monocoque structure, made of cast aluminium to increase its properties of resistance, uses the Superquadro engine as a structural element and contributes to making the Ducati Superbikes the lightest in their category. The monocoque frame is secured directly to the engine head and in the front houses two aluminium bushings into which the steering tube bearings are inserted. Apart from fulfilling the classic function of the frame, the monocoque also acts as an air-box. In fact, in addition to the air filter it also houses the throttle bodies and the fuel circuit complete with injectors, which take advantage of the bottom of the steel tank which becomes its cover when mounted in place.

BRAKE SYSTEM: The 959 Panigale is equipped with a powerful yet manageable front braking system featuring new Brembo M4.32 monobloc callipers and comes standard with the new Bosch ABS 9MP anti-lock system. The system ensures the shortest possible braking distances, even on road surfaces that are wet or dirty, with simultaneous control of rear lift to provide maximum braking stability. Specifically calibrated for sports use, the system offers three levels of intervention, each associated with a Riding Mode. In Race mode, the system only works on the front discs to allow the use of the most advanced braking techniques on the track.

ATTENTION: The Ducati Parts Warehouse in Italy is CLOSED for holidays and inventory reconciliation through January 9th. Any parts ordered which are not in stock here in our warehouse will have an ETA of mid-January. If you need parts urgently, please contact us to check stock BEFORE placing an order. Otherwise, just place your order normally and if items are required from the Italy warehouse we"ll get them on order for you to ship when the warehouse reopens.

Find your Ducati model below then click the link to access the full OEM parts diagram in PDF format.  We have Ducati Parts Schematics (aka. Parts Fiche) for most Ducati models from 2000 to Present for online Ducati OEM parts ordering.

WHEN WILL I GET MY STUFF??We have one of the LARGEST Ducati OEM Parts inventories in the WORLD, but if we don"t have your part in stock we"ll get it via DHL Air Express from Italy as quickly as possible!  We have MOST common service and repair parts in stock MOST of the time, and for items that we don"t have in stock here MOST items are in stock in the Ducati warehouse and will be here in about a week.  Please note that if we do not have the items in stock, we will order them FOR YOU from the Ducati parts warehouse, which is considered a Special Order per the store policies.

The 959 Panigale Corse represents the highest sporting expression of the famous twin cylinder from Borgo Panigale. Thanks to the Öhlins suspensions, the lithium-ion battery and a dedicated livery inspired by the MotoGP colours, the 959 Panigale Corse is ready to hit the track.Superbike Essence

The track as a test bench, the stopwatch as an indisputable judge. For us victories and pole positions mean only one thing: the ability to build increasingly better street bikes. Because in Borgo Panigale competition and mass production are so close that they coexist. Technology, materials, innovative - and sometimes "visionary" - ideas give rise to unique motorcycles. Like the 959 Panigale, which incorporates the DNA and spirit of winning Superbikes to a practical level never seen before.

Power and lightness. Performance and control. The 959 Panigale achieves the perfect balance of these elements. The power of the 955 cc twin cylinder Superquadro and the exclusive monocoque frame create a unique mix of performance and ease of riding. Lightweight, easy to handle and controllable thanks to the technical equipment like the Brembo monobloc brakes with Bosch ABS, the slipper clutch, the advanced and adjustable suspensions and all the control and management electronics.DESIGNSymbiosis of technique and design

Born from a tradition that has seen many Ducati models win the most important design awards, including the prestigious Compasso d"Oro, the Panigale family has always been an example of style. The LED light emits an immediately recognisable light signature, the headlight fairing optimises the aerodynamic protection and airflow to the engine, while the tail guard split in two parts makes the back even more aggressive.ENGINEThe Superquadro engine

The twin-cylinder Superquadro on the 959 Panigale is an integral part of the chassis as well as being the desmodromic heart of the bike. 157 hp at 10,500 rpm and a torque of 107.4 Nm at 9,000 rpm are numbers worthy of a Superbike, which on the 959 Panigale are managed not only by an advanced chassis but also by a top-of-the-line technical package.TECNOLOGYPerformance, agility and control

The 955 Panigale uses all the Ducati technology to provide a perfect blend of racing performance and safety and comfort on the road. The standard motorcycle features the Bosch ABS 9MP, the two-channel latest-generation system that provides combined braking with anti lift-up function for the rear wheel so as to guarantee not only a reduced stopping distance, but also greater stability under braking

The trouble is, after riding the 959 Panigale Corse and one of its bigger sisters back to back you can"t say with a straight face that the 959 is impressive. It feels lacking. It"s not got any of the electronic wizardry and far less of the epic, earth-shattering acceleration. It doesn"t have a fancy TFT dashboard; it"s got an old-school Casio-esque LCD unit (which looks very similar to the dashboard on Ducati"s GP3 MotoGP bike). It doesn"t have an under-belly exhaust, nor a single-sided swing arm. You have to adjust the suspension with spanners and screwdrivers and you can"t fit an autoblipper to it from Ducati"s accessory book, which is a crying shame.Bonnie Lane

But the longer you spend doing day-to-day stuff with the 959 Panigale Corse, the more you realise it"s got all that really matters, and none of what doesn"t. Sure, five hot laps on a Panigale V4 will leave you pumped full of adrenaline as you watch its fancy dashboard light up like a Christmas tree... but try ten laps or 20. Once you"ve calmed down and caught your breath, you"ll probably want the keys to the 959 back. And you"ll probably be faster. And comfier. And you won"t even care that the indicator switch is annoyingly fiddly, or that the side-stand is impossible to locate with your foot.Bonnie Lane

While your headline-grabbing, all-singing, all-dancing superbike might be objectively better in almost every way, the 959 Panigale Corse is the real winner. Don"t discount it, because it"s completely brilliant.

The Ducati 959 Panigale is a 955 cc (58.3 cu in)Ducati as the successor to the 898 cc (54.8 cu in) 899.Borgo Panigale. It was announced in 2015 for the 2016 model year.

A full-on middleweight sportbike dialed for street use, the 2016 Ducati 959 Panigale holds its own as the “entry-level” model on Ducati’s sportbike lineup.

The bike feels very light and thin when throwing a leg over. This feel remains consistent while riding around town, cruising down the freeway and flicking through the canyons. The chassis, suspension, brakes and motor are all extremely well-balanced and the tuning of the electronics package has been perfected for comfortable yet capable street use. Despite the stereotypes of V-twin engines (especially those with “DUCATI” on the case cover), the motor is smooth throughout the rev range, not uncomfortably torquey, and mated to an excellent transmission.

This 959 Panigale package makes for a great sportbike, benefiting from current technologies and fine-tuned electronics that help adapt the bike for everyday street riding. The result is something that riders accustomed to older Ducati sportbikes (even those from 10 years ago) would find surprising.

Ducati’s new 959 Panigale is powered by a “Superquadro” 955cc (despite the model name, a trend we’re noticing lately) 90-degree L-twin motor with a chain-driven desmodromic cam and valve train (a set up similar to the Ducati Monster 1200 R).

The motor is “oversquare” with a 100/61mm bore/stroke enabling high revs and smoother operation. At the same time, this moves peak power and torque delivery up to 157 hp at 10,500 rpm and 79 lbs.-ft. at 9,000 rpm respectively, making the powerband feel more like that of a traditional inline-four rather than a typical V-twin. On the plus side, managing the power delivery is much easier and feels more refined on the street while making power on the track like the rest of the middleweight 600cc four-cylinders. However, the torquey low-end power curve that Ducati is known for is lost, something riders might expect and hope to enjoy when shopping the brand.

Despite its impressive numbers, the bike feels as if it’s underpowered. Perhaps the engine, ECU, and electronic throttle are tuned TOO well –– delivering power too linearly with too many of the edges ironed out resulting in a numb sensation even when ridden hard. Only when winding the engine out at the top of the rev range are these power figures felt from the seat. This may be a benefit produced by precision engineering, but it is not a sensation one expects from a Ducati.

The wickedly-loud exhaust note of the US-spec 959 on the other hand, is exactly what one expects from a Ducati. The Euro version that must comply with the increasingly-strict Euro emission standards (current level III, pending level IV with rumored byproducts such as the rumored loss of the Honda CBR600RR) is choked by an exhaust system that looks as lame as it sounds. Out  in the good ol’ US of A, though, the Ducati bark rings true. Even at idle, the stock exhaust system is loud enough to induce street-side morning startups in an attempt to not wake the neighborhood firing up the 959 in the garage or driveway.

The six-speed transmission of the 959 Panigale paired to this motor, is also not up for debate. Unlike the heavy-duty but clunky gearbox on the Monster 1200 R, shifts on the 959 Panigale are extremely smooth, precise and effortless as the rider goes up or down through the gearbox. Gear changes are executed from just about any boot angle on the shifter with a light tap. Shifts are just as easy putt-putting through the neighborhood as they are hammering through the canyons. Zero false neutrals were encountered during our time with the bike and true neutral is found without any thought. Even the hydraulic slipper clutch operation is lightweight with plenty of feel. Ducati is approaching Honda territory with this 959 transmission operation.

Ducati has finally been moving away from its trademark tubular trellis frame designs for its sportbikes and adapting the more modern and capable cast aluminum technology that other manufacturers have been finding success with for decades. Additionally, utilizing the extremities of motor and gearbox as stress members of the overall vehicle chassis is a strategy Ducati has been implementing lately as well. The L-twin motor is positioned with the forward cylinder angled 21 degrees above the vehicle’s horizontal plane to optimize the balance of the chassis. The 959 Panigale incorporates these technologies into a package that is 430 lbs. wet, producing a very planted ride.

Though the 959 Panigale does not have any of the high-end Ohlins suspension components, the stock package is much more capable than anticipated. 43mmShowa BPF forks similar to those utilized by the majority of Japan’s big four sportbike makers perform exceedingly-well on the Panigale chassis paired with the Sachs rear shock. Plenty of front end feel, stable cornering and extremely planted corner exits were experienced by this 165lbs. rider with minimal setting adjustments. This surprisingly high level of capability was not expected from this “base model” Panigale and would definitely give the Ohlins gear on the premium models a run for its money.

Braking is handled by Brembo components including 320mm front discs and Monobloc M4.32 calipers. Ducati has been serious about its braking systems for years and the Panigale is no different. Speed is shed in a hurry through light pressure on the lever, which also provides plenty feedback.

The electronic technology package is where the 959 Panigale lacks. This is where it is most apparent that the 959 is the “base” model of the Panigale line. Beautiful UI/UX systems and advanced rider aid controls must rack up the COGS on the manufacturer’s BOM because this is apparently where Ducati was forced to scale back in order to meet the sub-$15k price point.

The “full LCD” display on the 959 Panigale is not much more than the typical sportbike instrument cluster of over a decade ago. Though, quite a bit of information is displayed and the menus run deep with adjustability. However, said menus are clumsy to cycle through.

Ducati warns that the ABS level 1 in “Race” mode does not interfere with the rear wheel, which was unintentionally verified on a few occasions under especially hard braking.The quick shifter interacts very well with the smooth transmission and is dialed in just right for street/casual use, but does lag a bit and numbs power delivery between shifts during hard/track riding. The EBC system seemed very gimmicky without much noticeable difference throughout the setting range. This system could be left out of the package in order to bring costs down even further.

One interesting system bundled into the 959 Panigale is the “Decompressor” engine starting aid. This system modifies cam lift during engine startup in order to keep valves slightly open, reducing combustion chamber compression. This reduces load on the starter motor and battery, in turn reducing the required size of each. This results in an impressive 7.3lbs vehicle mass savings. However, it must be noted that on one occasion, the engine flooded and took several minutes to finally fire up under a cold-start condition. The root cause of this fault was not determined, but it’s hard to ignore the possibility of this decompressor system acting as a contributing factor.

As with all Panigales, the riding position of the 959 is very aggressive. Some have complained over the years about the cramped Panigale cockpit, but the 959 riding position is no worse than any other true sportbike on the market. The rider is put into the ideal riding position to easily maneuver the bike. The ergos on the 959 feel just right when the bike is being ridden aggressively, yet not overly uncomfortable when commuting.

The main problem with the comfort level of the 959 Panigale is the extremely hot saddle due to exhaust pipe routing right under the seat. The seating area heats up within minutes of riding and becomes extremely uncomfortable regardless of engine or ambient air temperature. The seat felt just as hot on a 60F night with 160F engine temp riding down the highway at 80 mph as it did on a 90F day with the engine at 212F while stopped in traffic. This has been a problem since the launch of the first Panigale almost five years ago. Ducati has implemented minor countermeasures to combat the issue but it is surprising that this hasn’t been completely engineered out by now.

Another ergo annoyance (more on the minor end of the spectrum) is the kickstand positioning and operation. When retracted, it is very difficult to get a boot to grab hold of the stand to swing down for parking. The sweet spot where the boot must wedge underneath the footpeg between the stand and lower portion of the frame is very narrow. Fumbling with this most basic of motorcycle operations is not a good look for riders on a bike with a reputation as premium as Ducati and with aesthetics as aggressive as the Panigale.

The price of admission to the Panigale club is $14,999 for the 959 model. This is a $5,000 savings over the 1299 big brother, $10k cheaper than the 1299 S and less than half the price of a Panigale R. In Ducati terms, the 959 Panigale is an excellent value for such a capable sportbike. However, other middleweight sportbikes with decent electronics packages but far weaker powerplants, such as the Kawasaki Ninja ZX-6R ABS or Triumph Daytona 675R, are priced lower –– $12,699 and $13,999 respectively.

Ducati’s middleweight, entry-level Panigale is just what one would expect from the brand. The 959 Panigale has a solid chassis, excellent brakes and a suspension setup that performs on par with some of the top racing packages on the market. The motor has an impressive spec sheet but makes power like a Japanese 600 reducing the shock value. The electronics package is bare-bones but does the job. The transmission feels perfectly dialed for street use. Finally, as always, the Ducati craftsmanship and aesthetics of the 959 Panigale are tough to ignore.