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Discussion Starter · #3 ·
A little under 4 c notes.
 

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Nice unit. Have you had a chance to mess around with it yet?
 

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Discussion Starter · #5 ·
Nice unit. Have you had a chance to mess around with it yet?
Unfortunately, not yet with our Pacific Northwest winter weather. However, it's basically the same unit I had on the 749s, and it worked great on that application.

For a very un-scientific, subjective comparission, the 899 OEM Sachs damper seemed to have about the same damping level as the new Ohlins unit set to about 1/3 to 1/2 off of full soft.
 

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Unfortunately, not yet with our Pacific Northwest winter weather. However, it's basically the same unit I had on the 749s, and it worked great on that application.

For a very un-scientific, subjective comparission, the 899 OEM Sachs damper seemed to have about the same damping level as the new Ohlins unit set to about 1/3 to 1/2 off of full soft.
Where do you like to start out with your setting. I had a Scotts dampener but it's a different animal altogether.
 

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Discussion Starter · #7 ·
10 clicks out from full hard is the Ohlins recommended setting. That seems pretty reasonable for the street. The 749S was mostly used a track bike, and I typically used 8 clicks out from full hard. Looking forward to playing with it on the 899, but I'd guess the numbers will end up pretty close.
 
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Unfortunately, not yet with our Pacific Northwest winter weather. However, it's basically the same unit I had on the 749s, and it worked great on that application.

For a very un-scientific, subjective comparission, the 899 OEM Sachs damper seemed to have about the same damping level as the new Ohlins unit set to about 1/3 to 1/2 off of full soft.
so was that the main motive for the swap? Is the Sachs really that bad or is the Ohlins just that good....
 

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10 clicks out from full hard is the Ohlins recommended setting. That seems pretty reasonable for the street. The 749S was mostly used a track bike, and I typically used 8 clicks out from full hard. Looking forward to playing with it on the 899, but I'd guess the numbers will end up pretty close.
Man,FlyingQ, thanks a ton for posting this, and you and everyone else for giving some feedback. I'm also planning on this upgrade on my bike (just laid down a deposit for June), and really appreciate the input, stories, and thoughts on it.
 

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On my 1199 I ran 7 clicks out for the smoother of our 2 tracks and 6 clicks out for the bumpier one. Since the 899 shouldn't have as much of a tendency to float the front as the 1199 did, I'll probably start out at 8 or 9 on the Ohlins damper and adjust from there. Never run a damper any tighter than you need to, it's always better to have the steering more "free" so the bike can self-correct when it needs to (particularly if you have a slide), just stay short of the point of having it so loose that you get unwanted headshake on acceleration over bumps. If you find you have to run the damper really stiff to stop headshake, you should start checking other causes like steering head bearings or chassis geometry.

Jarel
General Manager
Ducati Omaha / TrackAddix Track Days
 

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Discussion Starter · #13 ·
On my 1199 I ran 7 clicks out for the smoother of our 2 tracks and 6 clicks out for the bumpier one. Since the 899 shouldn't have as much of a tendency to float the front as the 1199 did, I'll probably start out at 8 or 9 on the Ohlins damper and adjust from there. Never run a damper any tighter than you need to, it's always better to have the steering more "free" so the bike can self-correct when it needs to (particularly if you have a slide), just stay short of the point of having it so loose that you get unwanted headshake on acceleration over bumps. If you find you have to run the damper really stiff to stop headshake, you should start checking other causes like steering head bearings or chassis geometry.

Jarel
General Manager
Ducati Omaha / TrackAddix Track Days
Thanks Jared, I agree with everything you said. The 749S was/is in top shape with good (upgraded and professionally tuned) suspension and good steering head bearings. And, of course, the 899 is brand new, so there shouldn't be any wear issues there.

I'll give your recommendations a try at the next track day (which still seems too far off...).


+1.
Or do not grip those bars so hard :).
Guilty as charged. In fact, I fully accept the reason why I'm not quicker at the track than I am has nothing to do with weak or under-performing equipment. It has everything to do with less-than-optimal form on my part. My limitations provide me with a goal. ;)
 
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