1299S and an apology

First, the apology; I've been absent from here for too long, but I've been busy. Firstly, riding my bikes has taken a hit recently because I've been ill. Completely being a guy, I just ignored the crushing lack of energy and tiredness. Not just for a few months, but for bloody years. The crunch came when my wife dragged me to see the doctor after returning from a bicycle race in the Dolomites - the hardest thing I've done ever. I lost 12lbs in ten days. No good. The doc diagnosed me after a simple blood test, so now I have to watch what I eat, take some drugs and vitamins and I'll be fine. Things are slowly being sorted out. Next reason for being awol is, I'm having to go to work regularly. I got a contract that should have been for a few weeks tops, but it's got out of hand. Fun, interesting, challenging, but no good for following racers around. And finally, my long suffering wife finally pulled a huge chunk of cash out of my bank account for the kitchen I've been promising her for the last eight years.

Next up: I'm lucky enough to be buying a 999RS. Long story! More about that later - I should be collecting it in a couple of weeks, so I'll get a proper write-up then.
And I forgot - I've got some thoughts on riding a 899 TriOptions Cup racebike and some pics of the 749R's from a couple of sessions I did earlier in the year at Almeria.

So, the main event, the 1299S. 

(images copyright Ducati).

Thanks as always to Wilf at MotoRapido for whetting my appetite for the bike. I was really sceptical that a 1300cc, 200bhp bike could be good on the road. That's just crazy power - you just don't need it, certainly down in the South of England where I live. The hypermotard is enough - maybe 115bhp with the full system on it? That's enough to get style points from Her Majesty's Constabulary. Many style points  :(

Last weekend, I had to go up to JHP to drop parts off for my Monster service, see a couple of my bikes that I haven't managed to collect, drink good coffee with my buddies and talk bollocks for a couple of hours - is there any better way to spend a Saturday?

Well, thanks to a couple of idiots who were clearly not capable of driving down a largely straight bit of road at pretty much the same speed and in the same direction without bumping into each other, I was an hour late and missed almost everyone. But I did see Dave Reilly, who was happy to let me out on their 1299S.

In the back of my mind, I knew that JHP had sold their demonstrator, but I hadn't worked out that I 'd be riding a brand new, fresh out of the crate 200bhp superbike on brand new, slippery tyres on unfamiliar roads. What could possibly go wrong??

Clearly nothing! What a bike. The 1299S has electronically controlled suspension, like a few bikes from Ducati over the last few years. But this bike takes it further, controlling damping on the fly. The spring rate is lower (softer) than you'd expect and the suspension ecu adapts compression and rebound to suit the conditions at the time. So, accelerating increases compression on the rear suspension to reduce squatting and increases compression in the fork to reduce dive when braking. It also adapts to cornering loads, reducing compression and rebound. The result is incredible.

Additionally, the bike has a quickshifter that operates both up and down the box. Ducati have added an auto-blip facility that revs the motor for you on downshifts, if the throttle is closed. Once you're moving, you don't really need the clutch at all. I'm not too sure about this one - I'm a bit old school and I love to blip the throttle myself when I'm downshifting. When you're chasing half second improvements on the track, maybe, but on the road, do you really need the QS? I'm not convinced. But that's just me - it's cool tech anyway!

Walking up to the bike, that first impressions are that the bike is short and low. Bizarre, because it's largely the same as an 899 and 1199, which never seemed that small to me.

There are three standard modes: wet, sports and race. Wet reduces the power to 140bhp, softens the suspension and turns ABS and traction control up to the max. Like other Ducatis, the throttle response is set low - you have to twist it a long way to get full power. I started off in Wet mode - in town traffic, it was a revelation. Low seat height, compliant suspension - as easy as a 'nonda. Compared to the 10/1198, the bars are wider, higher and reach is reduced by 30mm. I found the position perfect and was able to take most of the weight through my knees and back - only just resting my hands on the bars. The first corner for me and the bike was easy, full of confidence and feel.

As the roads opened up, I put it into Sports mode, which liberates the full 205bhp, firms up the suspension and decreases traction control, abs and wheelie control. Fantastic. Overtaking is almost instant and risk free. The motor is awesome - the power is easily accessible, not intimidating, loads of torque and a great soundtrack, even from the standard cans.

For me tho, the best part of the bike is the chassis. The electronic suspension firms up automatically when braking or accelerating, reducing dive or rear compression and providing much more control, even under heavy braking through the massive front discs. Clearly traction control keeps the rear managed, flattering any fool without good throttle manners - just whack it open and let the tc sort it all out. Well, yes.., 

Cornering is amazing. The 1299 has a steeper head angle and revised swingarm pivot location (from the 1199R) compared to the 1199. On a series of left, right, left bends, you can pick your turn points with precision and just tip it in. Completely in control and without drama. It manages to combine stability and flickability straight out of the box. Makes speed seem almost mundane. I had a couple of moments where I had the throttle open for longer than maybe I should have and was approaching corners a little faster than necessary, but the brakes simply scrubbed the speed off without drama. Less grabby than the old twin pad P4 calipers fitted to the 749R and more powerful than the M4 fitted to the 1098. Probably as much to do with the increased diameter of the disc as the caliper, but overall, a masterful but subtle performance.

I almost forgot Race mode, but we got there in the end! This changes the map on the motor, providing the same ultimate power, but in a more aggressive manner. Engine braking is programmed into the ECU and this changes the attitude of the bike into corners. The dash changes to a race-oriented mode with a lap timer replacing the speedo (that's still there, but relegated to a minor position on the dash). Race mode also starts data logging: the bike logs lap time (if you press the correct button every lap) and lean angle! Again, maybe useful on the track, but on the road? If you're going THAT fast, get on the track. IMHO.
Oh, and the riding position: brilliant. I found myself tucking in more and more. Almost no wind blast on the upper body and really easy to move around on the bike. Hanging off in the corners has an almost instant effect on the bike, pulling it down into the bend. Towards the end of the ride, I was feeling the motor through my gloves, but nothing too much.

To me, this is the most accomplished bike I've had the pleasure of riding. There may be more soulful bikes, but this is a lot of fun and is really fast without being threatening or dangerous. Possibly uncrashable! Really impressed Ducati - incredible job.

Thanks for reading!!