New Ducati 1299 Gets +100cc, While 1299R Gets None

10/13/2014 @ 1:42 pm, by Jensen Beeler12 COMMENTS


For 2014, Ducati is giving the Panigale a bit of a model update, and thanks to an ill-framed photo from the Ducati North America dealers’ meeting, we know that the new superbike will be called by the 1299 designation.

The upgrade in number caused some confusion though, as Ducati has a mixed history of matching designation numbers to actual displacement sizes. Hoping to clear up the confusion and speculation, we received some details from our Bothan spy network.

As expected, Ducati will not be bumping up the 1299R up to 1,300cc of displacement, as the World Superbike rules are for 1,200cc twin-cylinder engines, and are not going to be changed anytime soon.

With Dorna in control of the World Superbike Championship, gone are the days where the Flamini brothers would accommodate their Italian compatriots. Dorna is seeking to reduce costs, and thus reduce changes, to the WSBK rulebook, and 2015 stands as a hallmark year for the series, as it adopts “EVO” class rules that restrict engine development from stock.

The 1299R is speculated to use many of the engine internals of the Ducati 1199 Superleggera, thus homologating the ~200 rwhp engine for racing use. Ducati of course will still have to overcome the very limiting intake restrictions for two-cylinder engines in WSBK, but that’s another story for another time.

As for the street bikes, the 1299 and 1299S will get a 100cc increase in displacement. Our Bothans say the displacement increase will come from a longer stroke to the engine, which should surprise no one considering the “Superquadro” engine name roughly means “over-square” in Italian.

With the 1199 Panigale already the lightest superbike on the market, the Italians are certainly not giving up any performance in the power-to-weight ratio department. Ducati’s new philoshophy regarding street-going sport bikes is to take advantage of the company’s ability to make very light machines off a v-twin platform.

As seen with the release of the Ducati 899 Panigale, there seems to be little point in Ducati adhering to racing class displacement designations, since the Italian firm can package larger displacement engines in similarly sized motorcycles as their Japanese and European counterparts.

The 1299 model seems to be the next step in this progression, and shows the growing trend of firms releasing homologation special bikes that vary from the standard street versions of the same machine, as has been rumored with Honda’s V4 project, and will be seen with Yamaha’s new R1.

Source: Bothan Spies

  • MikeD

    I must say, I’m REEEEEALLY glad they kept the same bore and increased the stroke ( is this thing running close to the red when it comes to piston speed as is now 1199cc ? ).

    I heard from owners of BOTH 1198 and 1199 that the 1198 feels better all around.
    Did the longer stroke & less peaky nature of the 1198 had anything to do ? Probably.
    And IMHO, the 1198 sound 1000,000.00x BETTER than the SuperQuadro.

  • ZootCadillac

    That’s interesting news. I wonder who spilled the beans? (Hey David, it wasn’t my, on my word :))

    Yeah the new R will be an 1200 as I think I have hinted at before. The purpose is to homologate the pistons from the superleggera. There has been some wild talk about what this new bike will be, some saying it’s an SL engine in the current frame. It’s going to be nothing of the sort so nobody needs yo get excited that they will be able to purchase half a superlegerra at a fraction of the cost. Jot happening.


    Hi Mike, I don’t have an 1198 but i do have a 1098R bayliss which is technically the same ( yes, those Italians and their confusing nomenclaturé ). I’m not sure what you mean by peaky but i will say that the 1199, even the superlegerra, is a much tamer and more comfortable animal all around. the 1198 is a beast waiting to bite you in the ass at every corner.
    Apart from the monster which is friendly to all, the panigale is just about the most user-friendly bike Ducati make now. Unless you are a beanpole.

    Source: Me. Why? Because this :)

  • ZootCadillac

    Sorry for the shocking typos.

  • MikeD

    @ Zoot:

    I’m afraid I should have made emphasis that I was referring to the power plants specifically.
    The way I got the message was that the 1198 engine was more of a “now” response at low-mid versus the 1199 being as a more “elastic” and for lack of a better word , lethargic ? at low-mid with a screaming top end.
    Usually the first one tends to be the most heralded when it comes to riding anywhere but a track.

    As I said . . . that’s from the noises I have heard.
    But maybe a lot got “Lost in translation”.
    One thing is for sure: I have never tried a 1098 – 1198-1199 OR worse . . . a Duc at all. Lmao.
    I tend to avoid what I can’t tame or understand (DESMO).
    Maybe one day if money is not a problem (pffff, I doubt it, don’t lie to yourself, Punk, LOL.) But seriously, at least the 1098’s are starting to become affordable if SouthFlorida’s Craigslist is any indicator.

  • MikeD

    Ah, shoot . . . I forgot say, NICE HARDWARE !!!!!!!!!!!!!!!!! ALL OF IT !!!!

    I rather be rocking that SPANKIN FILA 999. You can keep that SL.

    The only way I like the 1199’s shape and figure is when I saw it racing on SuperStock back when they didn’t have those silly stick on fake headlites.

    And as always, thanks from the random inside tips from Borgno Panigale from time to time.
    I can’t wait for EICMA. Is like early X-MAS. (^_^ )

  • MikeD

    P.S: Excuse mine’s too. LOL. My brain dictates the right words but my hands apparently can’t follow directions.

  • TheBrain

    Ah, you guys spilled it. So, I can as well. I think it’s a decent move to get the “road models” the performance bump “cheaply” with a slight cc increase. Let the track platform achieve the hp with unicorn dust.

  • smiler

    Ducati’s number scheme, if you understand it is consistent and logical. if you do not follow Ducati it is not. As is the trickle of technology. Interesting that Dorna seem to want to continue to restrict Ducati engines to the point of asthma in WSBK. This started several years ago and as usual it is Dorna playing with the rules rather than providing a set and leaving it at that.

  • sburns2421

    It is logical that Ducati would use a small displacement increase to refresh a model a few years after its introduction. 851 to 888, 916 to 996, 1098 to 1198. Using stroke also makes sense as the engine was already incredibly oversquare, perhaps the most oversquare engine in normal production today. I would expect the redline to be a bit lower, perhaps 500 rpm. Peak power may be about the same as the 1199, but comparing the dyno curve will reveal the area under that curve will be substantially improved comparing the 1199 and 1299. A few of the R tricks (like coating for rockers) might also see its way to the standard bikes to justify the likely MSRP hike.

    As for the naming system, the race bikes (or customer versions of the same) also have a tradition of not indicating the actual displacement. 851 SP3 was actually 888cc (not sure if an actual 851cc bike was ever raced in WSBK, they were 888 or 904cc IIRC). 916SP was 955cc, 916SPS was 996cc, 1098R was 1198cc. Homologating key components of the 1199SL engine for EVO rules makes complete sense and who cares was the decal is on the fairing.

    By not making the R a derivative of the SuperLeggera you keep their buyers happy and the SL remains a very special model. The 1299R will probably be explained as being an “improved” R, rather than “cheaper” SL. I assume that eventually almost all of the SL’s trick magnesium bits will be available a la carte in the Ducati accessories catalog if they are not already in case someone hasn’t spent enough after dropping $32k for an R.

    One more thing, the time to buy a leftover 1199 will be this winter as dealers try to move the old model and everyone knows the NEW BIGGER FASTER COOLER model will arrive. Expect big incentives from Ducati in November and December to move this old inventory.

  • The Testastretta and Superquadro have had coated rocker arms for a long time now, I’m sure they’ll continue to be this way. Regarding ‘area under the curve’ etc….the 1199 has a funky powerband because of several compromises, not the least of which is the exhaust routing. The oversquare nature of the engine does not give it the ‘no-midrange’ characteristic. The exhaust system is designed to look great and fit in a VERY tight package as well as exit underneath the machine. Notice the SuperStock1000 machines have a completely different routing to include a much longer primary before the merge collector to take advantage of pulse tuning and therefore restore the midrange torque of the older bike. I’ve ridden an 1199 with the proper exhaust routing and it is night and day difference, we’re talking 15-20ft lbs increase around 5-7k rpm.

  • sburns2421

    1199R has diamond-like coating on its rockers for even less fricton.

  • Duncan

    Nice trifecta! As I haven’t had the pleasure of riding either, can you give us a run down on the pros/cons and different feel between the sl and the Desmosedici ?