DUCATI 899 PANIGALE (2013 - 2016) Review


  • Bridges the gap between revvy 600 and powerful superbike
  • Advance electronics and decent reliability
  • Plenty fast enough with exceptional handling

At a glance

Owners' reliability rating: 4.6 out of 5 (4.6/5)
Annual servicing cost: £190
Power: 148 bhp
Seat height: Medium (32.7 in / 830 mm)
Weight: Low (373 lbs / 169 kg)


New N/A
Used £8,300 - £10,000

Overall rating

Next up: Ride & brakes
5 out of 5 (5/5)

You used to be able to count the number of truly great 'sportsbikes for the people' on one finger: the Suzuki GSX-R750. But in 2013 another one arrived: the Ducati 899 Panigale.

Back then the size of sportsbikes was dictated by racing, so all the development went into making screaming 600s (and 675s) and 200bhp-plus superbikes.

But you can’t get close to using a 1000 properly on the road - they’re just too fast and most of us don’t have the skill to ride one to the limit on a trackday either, no matter how many electronic systems they’re packed with. And there are no longer any road-legal 600 supersports in production for the UK market.

Thankfully there’s a middle ground. Like the iconic GSX-R750, the Ducati 899 Panigale offers the rev-tastic excitement of a supersport machine with just that bit more grown-up performance. It’s blindingly quick but it doesn’t have so much power that you can’t hold on to the bloody thing. It’s the ultimate trackday bike.

A side view of the Ducati 899 Panigale

The outer edges of the 899’s handling envelope is reachable by mortals, unlike a superbike’s, but only on a track. The front end is packed with so much feeling it invites you into corners at speeds you have to re-adjust your brain for, and corners faster than anything with a headlight.

Unlike its big brother, the baby Panigale doesn’t pump and shimmy its rear end when you’re hard on the throttle either. The 899 Panigale makes you dizzy with excitement, not sick with superbike fear.

The Ducati is sensational on the road, too, with plush suspension and a surprisingly roomy riding position. There are three perfectly judged electronic modes, letting you have varying levels of power, throttle response and ABS, and it features the best traction control system fitted to a Ducati. The racy quickshifter works just as well pottering about as it does flat-out on-track. It’s sublime.

Ducati 899 Panigale a step forwards

Ducati 899 Panigale being ridden on track

The 2013 Ducati 899 Panigale was a step forward from the 848 it replaced, and littered in rider aids like traction control, ABS, EBC (Engine Brake Control) all as standard plus a quick-shifter.

The ergonomics are more rider-friendly than the 848, it’s easier and more forgiving and it looks stunning mirroring the line of the original Panigale. But, more importantly, the 899’s quicker and lighter than 848 too. Despite it being more rider friendly the 899 is still a formidable track weapon.

During 2014 MCN ran a Ducati 899 Panigale for a year on long-term test. We found it unutterably joyous experience, and spent over £5000 personalising the bike as the year went on. It was so good, in fact, that MCN Editor Richard Newland called it one of his "best bikes of all time".

And right in the final week of 2014, the 899 Panigale was named MCN's Middleweight Sportsbike of the Year. In 2016 the 899 Panigale was replaced by the higher-displacement Ducati 959 Panigale.

Watch MCN's Ducati 899 Panigale first ride video here:

Ride quality & brakes

Next up: Engine
5 out of 5 (5/5)

Following in the footsteps of the 748, 749 and the out-going 848, the 899 has evolved to a point where it’s actually bigger than the Italian firm’s original 851/888 superbike and almost as big as the all-conquering 916.

Visually identical to its big brother, the 1199 Panigale, except for its double-sided swingarm and the smaller 180/60 x 17 rear tyre, the 899 is packed with the latest electronics, a new 'Superquadro' engine and some of the best brakes in the business.

Ducati have shed 5kg over the 848 due to the lack of frame and other weight savings and it shows. The steering is light and accurate, apexes are hit with pin-point accuracy. There’s lots of legroom for tall riders like me, the bars are widely spaced - not too low, and you can see clearly out of the mirrors.

Speed testing on a Ducati 899 Panigale

The fully, multi-adjustable suspension (Showa front, Sachs rear) has a lovely plush feel and it works perfectly both on the road and track – really impressive.

No matter how hard you twist the throttle, the 899 just accelerates with utter stability and no wiggling from the hips. And that rear Pirelli Diablo Rosso Corsa digs in so hard the traction control very rarely chimes in.

The ride is on the stiff side of plush, but the suspension offers lots of control in return, but the ride is still acceptable for a road bike. If the 1199 Panigale was this well-balanced and easy to ride, it would be the undoubted superbike class-leader.

Braking stability is second to none. It’s almost impossible to get to the limits of the monobloc Brembos, especially with ABS and you’re always left thinking you’ve braked too early. Even the factory Ducati superbike team say braking power and stability is the Panigale’s best asset - a product, we reckon, of its stiff 'airbox' chassis.

How does the Ducati 899 Panigale cope on track?

The Ducati inspires you to ride all day long. Take the 899 to a trackday and you’ll want to do every lap of every session.

The 899 begs you to take it by the scruff of the neck and ride the wheels off it. The engine loves to be revved - it accelerates strongly off the corners and sears along the straights in a seemless wave of booming V-twin anger, tempered by quickshift-assisted smoothness.

Unlike its bigger 1199 Panigale brother, nothing you do with the throttle upsets the balance of the chassis. The 899 doesn’t bounce, weave or misbehave in a straight line, or in the corners. It still has Ducati’s famed mid-corner poise and it loves to be railed around a bend with big lean and corner speed. But it’s agile through chicanes and tight corners now, thanks to its new chassis layout, the leverage from the wide bars and its relatively narrow rear tyre.

Neevesy riding the Ducati 899 Panigale on track

You can now choose to ride the Ducati in two ways around the track. You can either flow with it, using sweeping lines and big corner speed, or scratch – making a point-and-squirt 'V' of all the corners.

Like on the road, the 899’s braking power and stability are so exceptional it’s impossible to out-brake yourself, unless you simply give-up, chicken-out of a corner and go straight on.

Electronics aren’t the reason the 899 is so good - it’s such a well-balanced bike anyway, but they’re the cherry on top. Braking stability is helped by a slipper clutch and adjustable electronic braking control (which gives less engine braking in the Race mode we’re using) and at the other end, the TC is so refined you wouldn’t know it’s there, if it wasn’t for the lights on the dash flashing when the rear wheel is slipping.


Next up: Reliability
4 out of 5 (4/5)

The Superquadra engine has a revised bore and stroke and, like the big Panigale, is a stressed member forming part of the monocoque construction. Claimed power is 148bhp, eight more than the old 848, with 73ftlb of torque. There’s a nice spread of power. It isn’t peaky like the 1198, pulls hard from 6000rpm right through to the redline at 10,700rpm.

There’s no horrible clattering and lurching at low speeds, which you have to control with the clutch, like you get on big Ducati superbikes though. The V-twin rush is smooth from the off, then builds, sending you like a bullet into the horizon, like a cartoon. Best of all, this is a machine where the ride-by-wire throttle actually works properly.

The Ducati 899 Panigale V-twin makes more power than an 848

The system allows the 899 to have three riding modes (Rain, Sport, Race), with varying levels of throttle response, traction and engine braking control, ABS and power.

In Sport the power delivery from a closed throttle is flawless, like carbs or a well-sorted fuel injection system. Ride-by-wire is an area lots of manufactures struggle with, but Ducati has it cracked.

Reliability & build quality

Next up: Value
4 out of 5 (4/5)

Showa forks control the front, Sachs at the rear and Brembo (via Bosch ABS) the brakes. The standard of components used is high and so is the level of finish, as you’d expect from Ducati. Ducati's reliability issues are now a thing of the past, service intervals are much longer than in the old days.

Ducati 899 Panigale owners' reviews on MCN

Our Ducati 899 Panigale owners' reviews are glowing, in the main, with just one rider reporting issues with faulty parts. The remaining feedback says that servicing and maintenance costs are where it falls down, but the 899's reliability seems strong seven years after its launch. And of course, people are completely smitten by the bike's looks...

During 2015 MCN's Richard Newland was lucky enough to run an 899 on the long-term test fleet - find out how he got on here.

Value vs rivals

Next up: Equipment
4 out of 5 (4/5)

You get a lot for your money: it’s littered in rider aids and you’re buying into an exclusive brand. The 899 is good looking, sexy, exclusive and shouldn’t depreciate too quickly.

The competition for the Ducati 899 Panigale includes the Suzuki GSX-R750, Triumph Daytona 675 and MV Agusta F3 800. Would be owners could also consider the later Ducati 959 Panigale and Panigale V2.

Read lights on a Ducati 899 Panigale

Focussing on the rival GSX-R, despite being as low-tech as sportsbikes could be, there was still no keeping the GSX-R750 down. It won our middleweight sportsbike group test of 2012, beating the MV Agusta F3 800 and old Ducati 848 Evo Corse SE, thanks to its perfect balance of power and weight.

Moving onto the Triumph Daytona 675, it punches well above its weight. The closest rival to the Panigale is the R model with its Öhlins suspension, Brembo monobloc brake calipers and a quickshifter.

But what's the best? The 899 Panigale offers the most in terms of friendliness, character, speed, poise and comfort – who’d have thought you’d ever hear that about a big Ducati sportsbike?

The Suzuki’s engine and easy-handling make it a joy to live with, as does the price, but it’s not sharp like a sportsbike should be anymore. Bringing up the rear on the road is the Triumph, purely because it doesn’t have the oomph of the bigger bikes, but ride it hard and it’s all over the others.

Watch: Ducati 899 Panigale vs Suzuki GSX-R750 vs Triumph Daytona 675R video group test


4 out of 5 (4/5)

ABS is standard as is Ducati’s very clever DTC, traction control direct from the 1198 superbike. There’s also Ducati’s EBC (Engine Brake Control) which controls engine braking and prevents the rear wheel from locking up.

Additionally, there are three rider modes: Race, Sport and Wet, plus a quickshifter, all as standard. Shame they’ve had to revert to a conventional swing-arm rather than a sexy single-sided item, though.

Elsewhere, the LCD racing dash is easy to read (although not in colour like the big 1199 Panigale) and the racing quickshifter works well at low speeds. Once you’re moving you never need to use the clutch on the way up, which makes riding a lot less tiring.

Ducati 899 Panigale LCD dash

Product review: BST carbon-fibre wheels for Ducati 899 Panigale, £2287

BST carbon-fibre wheels for Ducati 899 Panigale

Tested by: Richard Newland

Time tested: 4500 miles

What’s good? Everything but the price. And let’s be fair here, the price is actually entirely reasonable for the quality of construction, and the incredible difference they make to every mile you ride – it’s just a big chunk of cash.

But I’m evangelical about these BST rims. I’ve used them on a variety of bikes over the past 10 years, and have never been disappointed by the performance they deliver. Whether you’re on road or track, the significant reduction in unsprung mass dangling at the end of your fork and swingarm really is revelatory. I currently have these rims fitted to my 899 Panigale long-term test bike, and it’s been one of the most dramatic transformations I’ve felt from the BSTs. The 899, already no oil tanker, now feels like a 250GP bike for the road. It turns hard with the barest of inputs, the engine drives with more aggression, and braking forces are much greater. Why? Because there’s far less inertia to deal with. There’s less mass to accelerate, less rotational energy to decelerate, and because of the lower mass there’s also less gyroscopic effect trying to hold the wheels upright and on their preferred axis.

I hear lots of concern about durability and strength, and can only say that I’ve never had a problem with either. I ride in all weathers, and they look like new after a quick wash – in fact they weather better than stock wheels.  I’ve changed multiple sets of tyres, and never had problems with the rims either.

What’s not? If your bike is already wearing a lovely set of super-light rims as standard, then you’ll feel less benefit, but if you’re on heavy cast wheels (like the 899 is), you’ll be blown away.


Engine size 898cc
Engine type 8v V-twin
Frame type Monocoque Aluminium
Fuel capacity 17 litres
Seat height 830mm
Bike weight 169kg
Front suspension Fully adjustable Showa 43BPF
Rear suspension Fully adjustable Sachs
Front brake 2 x 320mm discs
Rear brake 245mm disc
Front tyre size 120/70 X 17
Rear tyre size 180/60X17

Mpg, costs & insurance

Average fuel consumption 40 mpg
Annual road tax £117
Annual service cost £190
New price -
Used price £8,300 - £10,000
Insurance group 17 of 17
How much to insure?
Warranty term Two year unlimited mileage

Top speed & performance

Max power 148 bhp
Max torque 73 ft-lb
Top speed 170 mph
1/4 mile acceleration -
Tank range 151 miles

Model history & versions

Model history

Other versions


Owners' reviews for the DUCATI 899 PANIGALE (2013 - 2016)

7 owners have reviewed their DUCATI 899 PANIGALE (2013 - 2016) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your DUCATI 899 PANIGALE (2013 - 2016)

Summary of owners' reviews

Overall rating: 4.6 out of 5 (4.6/5)
Ride quality & brakes: 4.4 out of 5 (4.4/5)
Engine: 4.6 out of 5 (4.6/5)
Reliability & build quality: 4.6 out of 5 (4.6/5)
Value vs rivals: 4.1 out of 5 (4.1/5)
Equipment: 4.9 out of 5 (4.9/5)
Annual servicing cost: £190
5 out of 5 A love affair
01 March 2016 by Adam

Year: 2015

Annual servicing cost: £150

Absolutely love it. Best bike I have ever ridden or owned. Excellent fun, puts a huge smile on your face and makes you feel 'special'.

Ride quality & brakes 5 out of 5

Great brakes, handles like a dream. I'm 6ft3 and have no issues.

Engine 5 out of 5

Loves being revved!

Reliability & build quality 5 out of 5

No issues, great finish.

Value vs rivals 5 out of 5

Annual service is around 150-160 which I really don't think is bad for a Ducati.

Equipment 5 out of 5

What more do you need?

5 out of 5
22 February 2016 by Nate

Year: 2014

Annual servicing cost: £250

Great bike. Can't see anything else on the road right now I would upgrade to.

Ride quality & brakes 5 out of 5

Fantastic ride

Engine 5 out of 5

Perfect mid range for me.

Reliability & build quality 4 out of 5

Really think the battery could last a bit longer.

Value vs rivals 4 out of 5
Equipment 5 out of 5
5 out of 5 Totally class act from Ducati !!
25 November 2015 by Poucher

Year: 2014

Annual servicing cost: £166

You just have to look at it to see its best feature... drop dead gorgeous!! Also fantastic to ride, sounds soo good past 8,000 revs! I thought the quickshifter would be overkill for a road bike but I wouldn't be without one now - brilliant! Tested back to back against a 2014 Fireblade and I just couldn't wait to get off the Blade, sounded like a washing machine on spin cycle! By comparison I did over 110 miles on the demo 899, didn't want to get off it, ordered a new one as soon as I got off !! This is the best bike I've had in over 30 years of biking.

Ride quality & brakes 4 out of 5

Brakes are very good, progressive, with good feel. Ride quality is not bad for a sports bike, still gets a bit upset on very bumpy roads, but that's more due to the rubbish standards of the roads here than any fault with the bike. Its dead comfy for a sportsbike and I'm almost 6 foot tall, 1,000 mile weekends are no problem.

Engine 5 out of 5

You can't possibly need more, all my mates have Fireblades, BMW S1000rr's and its right in with them no problems, if you get left behind on one of these its your riding skills that are lacking, no shortcoming on the bikes behalf. If you do ride it it a half steady manner its amazingly economical too, I've seen as high as 54 mpg on the trip meter, also very easy to keep clean.

Reliability & build quality 5 out of 5

I've done almost 8,000 miles on it in one year, not a single problem..nothing at all, its been perfect. Ducati quality is second to none, all top quality parts used throughout the bike.

Value vs rivals 5 out of 5

Ducati have put a lot of effort into servicing costs on this bike, chain driven cams etc. The service costs are visible on the workshop wall so you have no nasty surprises. Cheaper to run than the KTM I had before it.

Equipment 5 out of 5

Its what I call a "Complete" bike, its finished as it comes to you, you don't need to fork out for a exhaust pipe or a hugger, screen etc. I put some Evotech rad guards and tail tidy on and that's all it needs, a ventureshield paint protection kit is a good idea as well. It has quite an appetite for rear tyres, I put its 4th one on at 7,300 miles, the Pirelli Rosso Corsa's don't last more than 2,500 miles, so I'm trying some Michelin Supersports Evo's this time, fabulous grip from them! The 180/60 rear limits your choices somewhat.

5 out of 5 899, a truly amazing machine, to own and ride!
24 September 2015 by Martin

Year: 2014

Its just a wonderful, beautiful machine. Does everything I need it to do. My first Ducati and wont be the last.

Ride quality & brakes 5 out of 5

You couldn't stop quicker if you crashed into a wall!

Engine 5 out of 5

Its a perfect amount of power. Don't buy one if you just want to drag race everyone as its not the fastest, but it wasnt built for that. You will mince most people on s1000rr round the corners.

Reliability & build quality 5 out of 5

Quality is proper good, more special than a jap bike.

Value vs rivals 5 out of 5

After first service, everything still spot on.

Equipment 5 out of 5

quickshifter is ace.

Buying experience: Ducati Glasgow were excellent.

2 out of 5 so glad i got rid of it
16 September 2015 by cuddy

Year: 2015

Annual servicing cost: £180

no let down with bad dealer network

Ride quality & brakes 2 out of 5

looks and brakes awesome but that's about it :(

Engine 2 out of 5

ran out of puff always felt you wanted more

Reliability & build quality 3 out of 5

mirrors went loose was told they had a fault. glue inside comes unstuck, messed me about over 12 weeks telling me parts on order and saying give us a ring again in 4 weeks, got me so down with dealer i took it and sold it before anything else went wrong never had any problems with any jap bikes ever never buy one again

Value vs rivals 2 out of 5
Equipment 4 out of 5


Buying experience: from a dealer paid £13500 with extras never go to that norfolk dealer again

5 out of 5 Brilliant 899
06 August 2015 by Southcoast Duke

Year: 2014

Having owned various bikes over a period of some 30+ years of riding, I traded in my 848 evo for a 2nd hand 899 Panigale. The 899 is a huge step change in handling, smoothness and overall rideability to the 848. Don't get me wrong - I loved the 848... I owned 2 of them! But the 899 is a bigger leap forward than the previous range of 848/1098/1198 was from the 749/999. People call this the 'baby' Panigale, but at 900cc it does everything.... and more that most mortals can use. Go for the bigger one if you want, but I reckon this is the best tool in the real world... for me at least.

Ride quality & brakes 5 out of 5

Excellent and oh-so-easy handling which is much easier than the 848. Bumps and undulations are absorbed much easier than the kick-in-the-backside of the 848. Lean it over and then lean it a bit more and it's super steady everywhere. ABS brakes are soo powerful - without upsetting the bike. They just seem to pull the bike down into the road in a very controlled and confidence-inspiring way.

Engine 5 out of 5

Loads of power. Very smooth and linear power delivery. Deceptively quick.

Reliability & build quality 5 out of 5

Quality looks excellent - apart from some slight corrosion on the brake connectors. Otherwise, the paint and finishing looks superb everywhere. Having said that I have had a Ventureshield covering applied to keep it looking good and chip-free.

Value vs rivals 4 out of 5

Haven't owned it past a servicing interval yet. I understand that without belt changes it should be cheaper to service than the 848 - but that isn't really a consideration when buying one of these.

Equipment 5 out of 5

ABS, Traction control, Fly by wire throttle. All can be customised to suit in 3 different power settings. Quickshifter is brilliant. Has Pirellis as standard which in the dry are fine - I will probably change to Michelin Super Sports when they are worn.

Buying experience: Bought 2nd hand from a dealer. Great service. Paid £11500

5 out of 5 My 899
03 October 2014 by doug3426

Having put 2k miles on mine, I can honestly say its the best bike I've ever ridden. It makes you feel special, riding it is an utter joy, it has the perfect amount of power and the delivery is smooth. It sounds amazing, you get a nice little pop between shifts throught the excellent quick shifter and it burbles on the overrun, love it. The best thing about this bike I think is the handling and the brakes, both are as you would want it to be. Stops on a dime and its effortless to throw into a corner, at any speed. Well done Ducati, well done.

Ride quality & brakes 5 out of 5
Engine 5 out of 5
Reliability & build quality 5 out of 5
Value vs rivals 4 out of 5
Equipment 5 out of 5
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