ducati panigale 959 lcd panel supplier

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.

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.

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.”