Cost of Ownership: Ducati 999S vs. Ducati Panigale V4 S

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It’s not only 20 years that separate two of Ducati’s flagship machines. (Ducati and Brian Blades/)

There is really no comparison like a direct comparison, which is why it’s so difficult to pit anything or anyone from different eras against each other. Carl Fogarty versus Troy Bayliss? Impossible. Bayliss replaced Fogarty at Ducati midway through the 2000 WSBK season after the latter retired due to injuries sustained in a crash at Phillip Island; they never had the chance to go head-to-head in anger. But no matter how much we try to avoid it, benchracers will inevitably ask this type of question. And although it may be very difficult to answer which racer was better or faster or more talented, we can actually compare machines separated by 20 years and, with a little math, answer at least some questions about cost of ownership, price of admission, and overall value.

In our case, we wanted to determine how a 2003 Ducati 999S compares to the 2022 Panigale V4 S. Why? Well, Ducatis have always been considered premium motorcycles, but there’s also been a perception that they’re finicky, not easy to live with on a day-to-day basis, and expensive to maintain. So we decided to pick away at this conventional wisdom a bit to determine if these desirable Italians deserve their reputation, in both past and current generations. Before we begin, let’s see if we’re actually comparing apples to oranges with a quick look at each bike’s specs and features.

2003 Ducati 999S

If you’re too young and missed how polarizing the Pierre Terblanche-designed 999 was back in 2003, you only need to read the opening paragraph of Cycle World’s test, written by then-editor David Edwards: “Nay-sayers, armchair industrial-design critics, unwavering disciples of the Great 916, Tamburini-is-God partisans—all due respect—but now is the time to shut yer yaps. Ducati’s new 999 is about to hit U.S. showrooms, and up close and in the metal it is a stunning piece, spectacular, sublime even. All of a sudden, most other sportbikes look as if they were drawn with a blunt crayon.”

Related: Lessons Learned, Challenges Overcome, Part 2

When the 999 was first shown, Ducati fans around the world were shocked by the huge styling change. (Cycle World Archives/Brian Blades/)

That passage, whether you agree with its bold claims or not, should give you a sense of how much negative buzz Ducati generated when it dared make a radical design departure from its 998, a bike almost universally regarded as one of the best designs of all time. Despite the criticism, one thing was for certain: The new 999 was a better superbike. Getting down to the nuts and bolts of things, the 999′s Testastretta 90-degree “L” twin had 100mm by 63.5mm bore and stroke measurements and displaced 998cc, measurements identical to the version in the 998. But there were some important improvements in performance, thanks to a pressurized airbox and new exhaust. Plus, with easier access to the cam belts on the right side of the engine, it took significantly less time to adjust the belts and the desmodromic valvetrain.

Despite producing what now seems like a paltry 116 hp, the 999 showed impressive on-track performance back in the day. (Cycle World Archives/Brian Blades/)

Our testing at the time found that the engine produced 116.4 hp at 9,500 rpm and 70.1 lb.-ft. of torque at 8,580 rpm. That might not sound that impressive in a world of legitimate near-200 hp superbikes, but at the time those were very good numbers for a V-twin. The 999 ran a 10.39-second quarter-mile at 133.31 mph and recorded a measured top speed of 167 mph.

In 2003, the suggested price of the 999S was $17,695, which we can assure you was a lot of coin for a sportbike when compared to Japanese models, such as the Suzuki GSX-R1000 ($10,499), Yamaha YZF-R1 ($10,299), Honda RC51 ($10,999), and Kawasaki ZX-9R ($9,499). Adjusting for inflation, the 999S would sticker at $27,803 in today’s money, or roughly the price of a new Panigale V4 S at $29,995.

The 999 was polarizing at the time to be sure, but it was also a very good motorcycle. But you had to pay the price in terms of MSRP and required maintenance. (Cycle World Archives/Brian Blades/)

The 999′s service manual recommends valve-adjustment intervals of 6,200 miles, which most certainly makes it a bit of a prima donna, especially since it was not an improvement over the bike it replaced. And when compared to the 2003 Suzuki GSX-R1000, which had 15,000-mile recommended valve-check intervals, made 147 hp and 76 lb.-ft. of torque, and was $7,000 less expensive, prospective buyers really had to be in love with the 999.

2022 Ducati Panigale V4 S

Turning our eyes back to model year 2022, we find a Panigale V4S getting a host of updates and changes to improve upon an already impressive motorcycle. From Bruno dePrato’s first look: “The first hints of the new model can be seen in its bodywork, which has been updated both aerodynamically and ergonomically. Wind tunnel testing at the Dallara Automobili R&D department helped improve the Panigale’s overall drag numbers and engine-cooling airflow.

Ducati’s Panigale V4 S is proof of massive progress over the past 20 years. (Ducati/)

“The 1,103cc V-4 (81mm bore and 53.5mm stroke) now complies with full Euro 5 homologation. In the process it gained 1.5 hp and now puts out 215.5 hp [claimed] at 13,000 rpm. Rev the engine to 14,500 and you get another 2.5 horses. While torque remains unchanged at 91.2 lb.-ft. [claimed], that number comes up at 9,500 rpm, 500 revs below the previous peak. The torque curve has also grown flatter: 80 percent of peak twisting force is already available at 6,000 rpm. A new exhaust system features a final-duct diameter increased to 38mm, 18 percent larger than the 2021 version.”

The last Panigale V4 S that we put on the Cycle World dyno, back in 2019, produced 186 rear-wheel horsepower at 13,320 rpm and 79.6 lb.-ft. of torque at 11,310 rpm. Note the numbers mentioned above are manufacturer-claimed output measurements at the crankshaft.

Two decades on, the Panigale V4 S not only needs to visit the dealership far less for scheduled maintenance, but produces 70 more horsepower than the 999. (Ducati/)

Think about that progress for a moment. In the roughly 20 years separating these two machines, Ducati has managed to extract an additional 70 hp and increased peak torque by more than 10 lb.-ft. with just a 105cc displacement increase to its premium superbike engine. All the while engineers had to grapple with increasingly stringent emissions regulations. An amazing feat on its own.

And it isn’t just engine power that improved. The Panigale’s performance is on a totally different level. The most recent V4 S we tested didn’t even have the latest 2022 updates, but recorded a 9.76-second, 155.08-mph pass through the quarter-mile. That’s 22 mph faster. As a matter of fact, the current Monster, with its Testastretta V-2 11-degree engine, has about the same performance as the 2003 999S. Ducati has come a long way.

The Panigale V4 S sports winglets that no one back in 2003 had even considered seriously. (Ducati/)

Taking into account Ducati’s vastly extended maintenance service schedule for the desmodromic valve system, which now gets checked every 15,000 miles, and it’s not even an argument: Reliability and maintenance have been improved dramatically. Here’s how.

Apples to Oranges Ownership Comparison

We reached out to Adrian Stanners, the service manager at Ducati Newport Beach, in Newport Beach, California, and asked him how two bikes from two completely different generations compare to one another from a service perspective. We also asked how much those services cost. Since there is no reliable way to estimate service costs from back in 2003, and because there are still many 999s on the road, prices are in current dollars; the intervals on what needs to be done, and when, have been set in stone for ages.

“The major difference in terms of ownership is that the valves on the 999S should be checked every 6,000 miles and belts replaced every 12,000 miles or five years,” Stanners said. “The Panigale, on the other hand, only needs its valves checked every 15,000 miles.”

Ducati Newport Beach’s charges $1,500 to do the interim 6,000-mile service on a 999, not including the belts. The full 12,000-mile service ($2,200) includes all fluids, valve check/adjustment, air filters, plugs, and timing belts.

For the Panigale V4 S, the cost for desmo service is $2,000 every 15,000 miles, including the same consumables and adjustments listed above. So doing the math, the cost of ownership on the 999S is basically double, if you’re staying on schedule with recommended maintenance. Of particular interest: When the 999 came stateside, Ducati decided to continue selling the 998 for one more year. As an incentive to buy the previous model, they came with an included two-year service contract. Hmmmm. Looking for a used 999? According to Stanners, the 2003 and 2004 999s had a few quirks, but no major concerns mechanically. Still, he recommends the 2005 model as the one to seek out.

So what is the moral of this story? It’s pretty obvious that Ducati has come a long way in the past two decades. The ownership improvements aren’t only in simplified maintenance, which reduces the cost of services, but in extending the mileage between visits to your dealership, which more than halves those expenses. Are Ducatis more expensive? Yes, as are most other European sportbikes, but frankly, everyone already knows that. Ducatis remain premium motorcycles for the handful of people dedicated enough to pay an elevated entry fee. But clearly, Ducati has made huge progress in closing the gap to its rivals in terms of post-purchase operating costs.

2003 Ducati 999S Specifications

MSRP:	$17,695 (2003)
Engine:	Liquid-cooled desmodromic L-twin; 4 valves/cyl.
Displacement:	998cc
Bore x Stroke:	100.0 x 63.5mm
Compression Ratio:	11.4:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	116.4 hp @ 9,500 rpm
Cycle World Measured Torque:	70.1 lb.-ft. @ 8,580 rpm
Fuel System:	Fuel injection
Clutch:	Dry
Engine Management/Ignition:	Electronic
Frame:	Tubular steel trellis
Front Suspension:	43mm Showa inverted, fully adjustable, 4.9 in. travel
Rear Suspension:	Single Showa shock, fully adjustable, 5.0 in. travel
Front Brake:	Brembo 4-piston calipers, 320mm semi-floating discs
Rear Brake:	Brembo 2-piston caliper, 240mm disc
Wheels, Front/Rear:	Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in.
Tires, Front/Rear:	120/70-17 / 190/50-17
Rake/Trail:	23.5–24.5°/3.5–3.8 in.
Wheelbase:	55.9 in.
Ground Clearance:	4.9 in.
Seat Height:	31.1 in.
Fuel Capacity:	4.1 gal.
Cycle World Measured Wet Weight:	467 lb.
Contact:	ducati.com

2022 Ducati Panigale V4 S Specifications

MSRP:	$29,995
Engine:	Liquid-cooled, 90-degree, desmodromic V-4; 16-valve
Displacement:	1,103cc
Bore x Stroke:	81.0 x 53.5mm
Compression Ratio:	14.0:1
Transmission/Final Drive:	6-speed/chain
Fuel System:	Dual-stage fuel injection
Clutch:	Wet, multiplate slipper clutch; hydraulic actuation
Engine Management/Ignition:	Electronic
Frame:	Aluminum front frame
Front Suspension:	43mm Öhlins NIX 30, electronically adjustable for compression and rebound; 4.9 in. travel
Rear Suspension:	Öhlins TTX 36, electronically adjustable for compression and rebound; 5.1 in. travel
Front Brake:	Brembo Stylema radial-mount 4-piston calipers, 330mm discs w/ Bosch Cornering ABS Evo
Rear Brake:	Brembo 2-piston caliper, 245mm disc w/ Cornering ABS Evo
Wheels, Front/Rear:	Forged aluminum; 17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:	Pirelli Diablo Supercorsa SP V3; 120/70-17 / 200/60-17
Rake/Trail:	24.5°/3.9 in.
Wheelbase:	57.8 in.
Ground Clearance:	N/A
Seat Height:	33.5 in.
Fuel Capacity:	5.5 gal.
Claimed Wet Weight:	431 lb.
Contact:	ducati.com

 

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