Model Comparison

Scott Rousseau

BMWs Revised S1000RR vs. Ducatis 1199 Panigale S

by Scott Rousseau

YPICAL OF HIGH-PERFORMANCE motorcycles that promise to

push the technological envelope, BMWs S1000RR

debuted in a deluge of media hype in 2010, but unlike
some, it ultimately proved to be more than worthy of the fanfare
by delivering game-changing performance. Along with the most
powerful 1000cc engine the class had ever known, its highly
refined electronic rider aids, such as Dynamic Traction Control
(DTC) and Race ABS, also earned praise around the globe.
But Ducati has recently unveiled its most sophisticated superbike ever, the 1199 Panigale, which hits the street with unprecedented technology gleaned from its MotoGP experience.
Available in three trim levelsa standard model, an S model and
a Tri Colore modelits claimed 195-hp L-twin engine and 361lb. dry weight are as intriguing as its breathtaking styling, making the Panigale the perfect contender for the class-leading BMW.
So we armed ourselves with an S1000RR and an 1199 Panigale
S, which comes standard with Ducatis full complement of electronic rider aids, including multiple power and riding modes,
ABS, Ducatis wild new electronic suspension adjustment system,
electronic engine braking adjustability and a quick-shift system.
As is the MCN norm, we chose to leave hard-core racetrack testing to others and compare these snarling beasts in real-world conditions, including plenty of canyon riding as well as freeway and
stop-and-go city conditions. It was close, but we have a winner.

Engines & PerformanceS1000RR 1st; Panigale 2nd

The S1000RRs liquid-cooled, 999cc DOHC inline four-cylinder architecture isnt unique, but excellent design execution by
BMW engineers has yielded a Teutonic terror that went from the
drawing board to the leader board in one fell swoop. Fed by a
quartet of 48mm throttle bodies fitted with variable-length intake
trumpets and two injectors per cylinder, its cavernous Nikasilcoated 80mm bores and ultra-short 49.7mm crankshaft stroke
were intended to deliver stratospheric rpm, and its compact cylinder head bristled with innovations such as lightweight titanium
valves, Formula 1-inspired finger-style cam followers and an
intermediate reduction gear in the cam case that allowed the use
of smaller and lighter gears to spin the cams. For 2012, the
S1000RR engines internal specs are unchanged, BMW instead
electing to update its ride-by-wire engine management system,
which offers four separate driving modes. The S1000RRs Rain,
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MOTORCYCLE CONSUMER NEWS

Sport, Race and Slick modes tailor power delivery, and the DTC
interfaces with an array of wheel speed sensors and gyroscopes
to regulate traction (and limit wheelies) like no other machine.
Refinements for 2012 include an expansion from two performance curves to three; one each for the Rain and Sport modes,
and an additional one for Race and Slick modes. Rain mode now
generates 163 crank hp, 13 hp more than the previous version.
Lastly, BMW engineers boosted the S1000RRs low- and midrange performance simply by going up one tooth on the rear
sprocket, from 44T to 45T, which effectively tightens its gear
ratios and allows it to reach its redline much sooner.
Ducati has bid arrivaderci to its revered Testastretta superbike
motor, fitting the Panigale with an all-new design, christened the
Superquadro. With a claimed 195 crank hp @ 10,750 rpm and a
whopping 98.1 lb.-ft. of peak torque @ 9000 rpm, it packs the
most performance ever to come from a production version of
Bolognas fabled 90 L-twins. Ride-by-wire throttle technology
incorporates three power settings: 195 Hi, 195 Lo and 120, and
three independent, change-on-the-fly driving modes, Race, Sport
and Wet. The Hi and Lo modes essentially vary throttle response,
while the 120 mode serves for wet conditions.
Although the Superquadros true 1198cc displacement is the
same as the Testastretta 1198, its bore and stroke are radically
different, with massive 112mm Nikasil-plated aluminum bores
and a 60.8mm crankshaft stroke creating the most oversquare
production L-twin Ducati ever. The larger bores required that
everything upstream of the motors slipper-style pistons be
enlarged in order to attain the high power levels desired by
Ducati engineers. Its 67.5mm elliptical throttle bodies, now
sourced from Mitsubishi rather than Magneti Marelli, also
feature dual injectors like the S1000RR, with one injector
below the butterfly for low-rpm response and a showerheadstyle injector on top to meter additional fuel at high rpm.
Two huge 46.8mm titanium intake valves share each combustion chamber with 38.2mm steel exhaust valves. Naturally, the
Superquadro retains Ducatis trademark desmodromic valve system, which uses rocker arms rather than springs to open and close
the valves, but the Superquadro now uses a chain/gear cam drive
rather than belts, to increase valve timing accuracy and allow
long 15,000-mile valve adjustments. New PLC-coated (PolymerLike Carbon) rocker arms further reduce power-robbing friction.

Scott Rousseau

with its traction control disabled. Its dual-length intake tracts do

a fantastic job of smoothing its low-to-high rpm power transition,
and the ECU-controlled butterflies located in the crossover pipes
of its stainless steel, 4-into-2-into-1 exhaust system optimize
backpressure regardless of rpm, soothing its savage temperament. Its the unanimous favorite among our test crew, and
its also the most fuel efficient, delivering 36.0 mpg vs. the
Panigales 34.2 mpg.
The Panigale is equally exciting, but keeping pace with the
S1000RR in Race or Slick mode means sticking with the 195 Hi
power setting in Race mode to achieve its maximum capabilities,
and its hyper state of tune illustrates the tradeoffs made in the
name of peak hp. In an effort to deliver four-cylinder-style peak
horsepower, it sacrifices some civility, and it demands far more
concentration when ridden aggressively because it packs such a
brutal top-end punch as the engine races toward its 11,250 rpm
redline. That second-stage boost might be a plus if your last name
is Rossi or Checa, but we recommend that less experienced riders exercise restraint to avoid problems. Thankfully, the Panigales eight-level adjustable traction control does an excellent
job of curtailing unwanted wheelspin, and thats good because
even with its tall gearing the motor is plenty capable of lighting
up the rear tire when exiting a fast corner.
Fortunately for the rest of us, the Panigale can also be ridden
quickly by using its ample midrange thrust, just like most of its
open-class ancestors. Its muscle is plenty stout when rowing
through the gears between 60009000 rpm, even in the 120 power
setting. Of course, you can also soften throttle response at full
power by switching to the 195 Lo mode, but some of our testers
felt this setting dulled the Panigales character too much.
The Panigale pulls smoothly from as low as 3000 rpm on the
street, but we wished for more low-rpm torque to provide a more
linear spread of power throughout the rev range. Even our fastest
tester, Danny Coe, wanted more low-end to improve acceleration
when firing out of canyon corners.
Whichever mode you choose, though, the Panigales fuel injection mapping is nowhere near as refined as the S1000RRs. Its
far from smooth, especially when transitioning on and off the
throttle. The throaty snarl from its low-slung exhaust system may
turn a lot of heads when cruising around on the street, but the
Panigale is a gruff motorcycle and not an ideal daily driver. Ducati
faithful will probably defend the Panigales raw, visceral
machismo, but on the street the S1000RRs silky smooth driveability makes it the clear winner here.

TransmissionsS1000RR 1st; Panigale 2nd

Both of these superbikes feature oil-bath slipper clutches and
6-speed gearboxes that make use of race-style quick shifters to
Scott Rousseau

The Superquadros bottom end is justifiably beefy in order to

deal with the stress placed on it from above. Its Vacural die-cast
engine cases (the valve covers, timing and clutch covers and
engine sump are still magnesium) house a new crankshaft with
larger-diameter journals riding in pressure-fed, automotive-style
plain bearings rather than roller bearings. Further increasing
durability, the Superquadro uses two oil pumps, a pressure pump
to lube the engine and a vacuum-type scavenging pump that
counteracts the pumping forces generated by the descending
pistons and speeds the engine oils return to the sump.
But despite Ducatis claims, the S1000RR is still the horsepower king. Aided this year by an enlarged ram-air intake crosssection that improves airflow into the motor, it makes 183.8 rwhp
@ 13,500 rpm with 77.59 lb.-ft. of torque @ 10,500 rpm. The
BMW makes only 5.5 rwhp less than Kawasakis mighty ZX14R(!), and it easily out-muscles the Panigales 171.8 hp @
10,500 rpm. But the Panigale makes 9% more peak torque than
the S1000RR, 86.04 lb.-ft. @ 9750 rpm, and, surveying our dyno
data, we found that Ducati also has an edge between 30005000
rpm. Beyond 6000 rpm, however, the S1000RR motor begins to
charge, matching the Ducatis torque output before flat outrunning it on top.
Despite its new tighter final gearing, the 2012 S1000RR had no
trouble bumping into its speed-limiter in both directions at our
secret high desert proving grounds during rather windy testing
conditions. Its two-way average was 181.6 mph, close enough to
convince us that its still a legit 186-mph motorcycle. The Panigales best measured run with the wind was only 184 mph, and
its two-way average was 177.6 mph. And during our 1/4-mile
testing, conducted in practically still wind conditions, the heavier S1000RR outran the Panigale with a best run of 9.80 sec. @
148.35 mph vs. the Panigales best of 9.91 sec. @ 145.95 mph.
Their 060 mph times were almost identical, with the Ducati
holding a slight edge, 2.98 sec. vs. 3.01 sec., but, just like our
dyno data suggests, the BMW really started to truck on the big
end, taking just 5.33 sec. to reach 100 mph while the Ducati took
5.59 sec. It was closer than we anticipated, but the BMW held
a clear advantage.
And the beauty of the S1000RRs motor is that its ferocious
power is complemented by velvety driveability. Its eye-watering top-end hit is awe-inspiring, and yet its power is so silky and
its fuel injection so well-sorted that its perfectly happy to putt
around town, too. Its throttle response, already linear on the
previous RR, has been reconfigured to be gentler and more
sensitive in Rain mode while also being more direct and responsive in the Sport, Race and Slick modes. Twist the throttle
vigorously and the S1000RR responds with turbo-like accelerationseamless and extremely forceful yet predictable even

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13

Model Comparison
Scott Rousseau

higher swingarm pivot and fitted with a slightly shorter shock

absorber. Triple clamps with slightly less offset are also new and
result in the same 23.9 rake with .1"-more trail, now 3.9". Swapping to the larger 45T rear drive sprocket without changing the
chain length has also shortened the S1000RRs wheelbase .4" to
56.0", and the steering head is now fitted with lower-friction
bearings to reduce steering effort.
However, the handling difference created by these changes is
not as dramatic as wed hoped. The S1000RR is still extremely
balanced in the most demanding sporting conditions, and its rock
stable, but it steers deliberately. While its feedback is trustworthy when heeled over in a turn, the Panigale is equally as stable
while being lighter and nimbler through the curves.

SuspensionS1000RR 1st; Panigale 2nd

momentarily cut the ignition to allow full-throttle, clutchless

upshifts. Ridden back-to-back, the S1000RRs transmission and
clutch are noticeably slicker than the Panigales, and BMWs
Gear Shift Assistant is functionally superior to Ducatis DQS
(Ducati Quick Shift) system. The Panigales ignition interruption is far more noticeable than the BMWs which manages to
improve gear changes even when the throttle is chopped.
The BMWs stacked six-speed delivers crisp yet fluid gear
changes regardless of riding style. The Panigales transmission,
which uses larger diameter gears than any previous Ducati superbike to handle the Superquadros power, shifts smoothly as well
but occasionally has difficulty catching the next gear at high rpm.

HandlingPanigale 1st; S1000RR 2nd

The 1199 Panigales all-new chassis represents a sharp departure from Ducatis previous trellis-framed superbikes. The Panigales engine isnt just a stressed member of the chassis; its
actually the structural support for subframes that serve several
purposes. A cast-aluminum monocoque front subframe bolted
directly to the front cylinder acts as the steering head and the airbox, while the rear subframe attaches to the front subframe and
the rear cylinder, to serves as the seat support and front attachment
point for the Panigales horizontal, side-mounted shock absorber.
In typical Ducati fashion, the back of the engine case serves as the
pivot for the Panigales cast-aluminum single-sided swingarm,
and the shock linkage offers two pivot points (for solo or two-up)
and ride height adjustability. Its a dazzling display of multi-purposed elements that, along with the lighter engine, is claimed to
make the 1199 Panigale a stunning 22 lbs. lighter than the old
1198. But hype aside, our Panigale S lit the digital scales at 425
lbs. wet, just 9 lbs. lighter than the 1098S we tested back in 2008.
The Panigales 56.6" wheelbase, 24, 50' rake and 3.94" trail
figures dont stray from conventional Ducati wisdom, and they
yield razor-sharp handling characteristics that are classic Ducati,
with a light and precise feel that the 33 lb.-heavier BMW simply
cant match. The Panigales mass-centralizing design allows it to
be flicked into corners easily, and its 53.1% front/46.9% rear
static weight distribution plant the front tire for confidenceinspiring road feel while it remains arrow stable in a straight line.
The S1000RR deserves high marks in the handling department
as well, and BMW engineers have worked to improve its cornering manners through a series of minute adjustments. Its chassis
looks the same as before, but it has been tweaked with a 4mm
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MOTORCYCLE CONSUMER NEWS

We anticipated that the Panigale would handily win the suspension category. After all, it makes use of hlins top-level 43mm
NIX30 male slider fork and TTX36 shock, which offer tremendous adjustability, with separated damping and rebound circuits
and a valving system that can be popped out at trackside for easy
valving swaps. And the Panigale takes suspension adjustment to
a whole new level in the superbike class thanks to its DES (Ducati
Electronic Suspension) system, which allows the rider to dial in
front and rear suspension damping via the simple push of a button. Accessed through the instrument panel, the DES offers 31
adjustment levels for each damping circuit, front and rear. The
rider simply chooses a number in the suspension menu and electronic stepper motors make the desired adjustment. And with the
three different riding modes, the system can store up to three
unique front and rear suspension settings that can be accessed
and changed on the fly, such as when going from the track to the
street. Wrenches are required only to set preload.
But, for all of its sophistication, the Ducati fails to carry this category. As delivered, its suspension is harsh and unbalanced. We
tried to correct it by reducing rear preload until we ran out of
threads on the shock body and fiddling with the DES, ride height
and linkage adjustments, but we didnt find acceptable settings for
street use. The Ducati is simply oversprung for perhaps all but the
worlds smoothest racetracks, and in stock form on the street, its
jarring ride hastens rider fatigue. Even Coe agreed, suggesting
that its 9.17-kg/mm (512-lb./in.) shock spring rate could be
lowered one or two steps and its fork springs at least one step for
more adjustabilityroad or track. And more than one tester asked
why electronic damping adjustments are even necessary when
old-school clickers are so quick to change.
Of course, suspension changes on the S1000RR are still oldschool adjustable with a wrench and a screwdriver, and its fully
adjustable 46mm Sachs male-slider fork and Sachs monoshock
are easy to dial-in. The 2012 models fork internals have been
updated for a more pronounced difference between clicker settings, and its shock has received a check ball system designed to
prevent rebound damping adjustments from affecting the compression damping settings. But unlike the Ducati we only had to
add a bit of high- and low-speed compression damping to the
shock (to prevent the BMW from squatting under hard acceleration out of corners), and we pronounced it excellent. The
S1000RRs ride remains sportbike firmyou wont mistake it for
a K1600GTbut its decidedly more plush than the Panigale,
and it still offers excellent control when ridden aggressively.

Brakes, Wheels & TiresS1000RR 1st; Panigale 2nd

Superb braking is imperative in the superbike ranks, and both
of these thoroughbreds offer world-class stopping performance
thanks to their Brembo Monoblock calipers activated by radialpump master cylinders. They also sport the most transparent ABS

face still looks odd three years after its debut. However, the Panigales hot looks are matched by a hot-running motor, which must
have been expected by Ducati engineers, who designed the
Superquadros cylinders to be fully surrounded by its coolant.
Even so, it generates tremendous heat, especially when ridden at
slower speeds. We noticed its temperature gauge exceeding 210
on several occasions while in traffic, and although its mufflers
now reside under the motor rather than directly under the seat, the
rear header features a large U-bend right behind the shock
absorber that, although shielded, radiates sufficient heat to leave
the backs of your thighs well done in summer temperatures.
The S1000RR isnt perfect, though. Its otherwise sewing
machine-smooth motor vibrates annoyingly through the bars at
4000 rpmright at a legal 55 mph. On the other hand, we love
the fact that you can engage or disengage the BMWs traction
control and ABS systems on the fly. You cant do it on the
Ducati unless you are switching to a riding mode in which the
particular system has already been disabled ahead of time.

ValueS1000RR 1st; Panigale 2nd

Weve heard ourselves say this about BMWs many a time, but
in this case the shoe is on the other foot: The Ducati offers excellent performance and a staggering amount of technology, but you
have to pay for it. At $22,995 the Panigale S model is a whopping
$7000 more expensive than the S1000RR, which retails for
$15,995, including the optional DTC and Gear Shift Assistant.
More price-conscious buyers could consider the standard Panigale, which replaces the hlins suspension and DES, forged
wheels and all-LED headlights with an all-aluminum 50mm Marzocchi fork, Sachs shock, cast wheels and heavier, partial LED
lighting for a less wallet-busting $17,995. But even then, the
BMW S1000RR would still be the better bargain.

OverallS1000RR 1st; Panigale 2nd

The Ducati 1199 Panigale S is intoxicatingly beautiful and
thunderously fast, but it possesses a rough-hewn character that
will probably never appeal to superbike enthusiasts seeking a
daily driver. Its expensive, and even with a Pandoras boxful of
electronic aids, its raw, aggressive and unrefined. Weve no
doubt about its racetrack potential, but it lacks any appreciable
civility on the street. The BMW S1000RR delivers more performance at a lower price, and its definitely the better road machine.
Bottom line: The BMW instills rider confidence. The Ducati
demands it. Advantage BMW.
Scott Rousseau

systems weve ever experienced and boast premium rolling stock,

with lightweight alloy wheels and grippy radial tires.
The Panigales monstrous 330mm semi-floating front discs
are fitted with Brembos new M50 monoblock radial-mount fourpiston calipersnow 6% lighter to shave unsprung weight, but
the most impressive feature of the braking package is Ducatis
ABS, which can be adjusted to three different levels of intervention or be disengaged entirely. Sport and Wet modes activate the
front and rear ABS together while Race mode activates only the
front ABS. The system is so effective that we ended up leaving
it in the Level 1 position in Race mode for added safety.
The Ducatis front brakes are simply stellar, with strong initial
bite that takes a little getting used to at first, but their action is also
extremely linear, requiring the pressure of just one finger to scrub
serious speed. The Panigale registered a best non-ABS 60-0 mph
stop of 119.1', and Level 1 ABS in Race mode only required an
additional half-foot! But it should be noted that the Panigales
245mm rear disc/two-piston caliper was easy to lock up in this
configuration, and switching to Level 2 ABS adds about 15' to the
Panigales stopping distance.
The S1000RRs 320mm front discs and four-piston monoblock
calipers are less sensitive than the Panigales, and theyre also partially linked to the BMWs 220mm rear rotor and single-piston
caliper; the system will automatically dial-in some rear brake to
assist the front discs during stops. Both ends offer a linear feel that
matches the Panigales performance, and the BMWs Race ABS
still offers impressive stopping power with only slightly
detectable intervention in Rain mode. The S1000RRs rear brake
is also less prone to lock the rear wheel than the Panigales. Our
braking trials were a virtual tie between the two machines, as the
S1000RRs best non-ABS 600 stop measured 119.3' (less than
3" longer), while its best ABS stop was 122.3'.
Both machines wear 3.50" x 17" front and 6.00" x 17" rear
wheels, but its hard to deny the sex appeal of the forged
Marchesinis that adorn the Panigale and even easier to fall in
love with the excellent feel from its Pirelli Diablo Super Corsa
SP tiresa 120/70ZR17 up front and a meaty 200/55ZR17
out back. Based on a rubber compound derived from Pirellis
World Endurance Championship racing experience, they provide excellent grip at their recommended 33.4 psi front and
37.8 psi rear pressures. The S1000RRs 120/70ZR17 front and
190/55ZR17 rear Continental ContiSport Attack Z radials, on the
other hand, offer a neutral feel when set to their recommended 36
psi front and 42 psi rear pressures, but dont provide as much
feedback as the Pirellis.

ErgonomicsS1000RR 1st; Panigale 2nd

Face it, neither of these machines was designed for putting
in hard, sport-touring-style street miles. Both force the rider
into the stereotypical Ricky Racer riding position, but the
S1000RRs ergonomics are the less painful. A reasonable 31.6"
seat height makes the BMW .9" lower than the Ducati, and the
BMWs saddle is wider and better padded than the Ducatis
narrow, rock-hard unit. Also, despite raising the height of the
Panigales handlebars 10mm compared to the old 1198, the
Panigales riding position still places a lot of weight on the
wrists, transforming it from tolerable into a torture rack in little more than 100 milesouch! Compounding our ergonomic
gripes, the Panigales left handlebar will smash the riders
thumb against the bodywork when making a U-turn.

Attention To DetailS1000RR 1st; Panigale 2nd

If looks were the only deciding factor in this category, the
Panigale would take it in a walk. Its swoopy lines and blood red
Italian paint scream sexy while the S1000RRs asymmetrical
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Model Comparison
Right: To improve steering, BMW
engineers tucked in the RRs steering
head a fraction, reduced triple clamp
offset and raised the forks 5mm in
the clamps while also adding lowerfriction steering head bearings. The
difference isnt dramatic. The 46mm
Sachs fork internals now provide a
greater difference in feel between
clicks, and a 10-position adjustable
steering damper is also new.
Above: A 31.6" tall seat offers a wide
and flat layout with reasonable
padding for decent comfort. We cant
say the same for the passenger pillion!
Right: Chassis updates include a 4mmhigher swingarm pivot, and a shorter
Sachs shock absorber. The shock has
been revised for better separation
between the rebound and damping circuits and rear travel remains unchanged
at 4.7". A new 45T rear sprocket pulls in
the wheelbase .4" to 56.0".

Below: The S1000RRs easy-to-read

analog tachometer/digital LCD
instrument panel allows for easy
shift-on-the-fly changes to the driving mode, traction control and ABS
settings. The conspicuously placed
shift light is also adjustable.
Left: The RRs stubby
road-race-style handlebars may appear to
hang low and feature an
uncomfortable bend, but
looks are deceiving. The
ergonomic layout is surprisingly roomy, and the
bars place less weight
on the riders wrists
than anticipated. The
windscreen is very low,
directing the wind blast
into the riders face.

TESTERS LOG
Its a rare occasion when I test a supersport as a touring
platform. But this month, I was able to borrow the new BMW
S1000RR and enjoy it on a road trip with a group of friends to
Big Sur, California, in honor of my late friend and fellow sportrider,
Larry Corby. My ride up the coast with Larrys other friends was,
of course, spirited, as the RR is the epitome of todays inline-four
sportbikes. Its ungodly fast yet smooth everywhere. Along with
a willingness to spin high rpm and generate blazing speeds on a
whim, its strongest attributes are its balanced handling combined with rock-solid stability over bumpy roads. The only exception to its remarkably composed engine performance is an
uncomfortable tingle through the bars around 4000 rpm.
BMWs safety electronics include Race ABS and a highly sensitive traction control with wheelie limitation, but the one feature
I appreciated most was the ability to switch off all the safety
stuff on the fly, so that I could experience the true spirit of the
RR. With just the push of a button, it can almost give you wings.
Danny Coe

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SEPTEMBER 2012

MOTORCYCLE CONSUMER NEWS

These are two very different machines. The BMW, despite its
staggering power, is extremely civilized and polished. Its fuel
injection is flawless, the transmissions Gear Shift Assistant
works like a charm, the linked brakes give composed stopping
power and the handling has a steady dependable character that
aids confidence. Torquey enough for strong performance even
at moderate revs, the S1000RR engine is easy to live with,
regardless of traffic conditions or a lack thereof. And while it simply inhales straights, the power is so linear it doesnt scare you.
Its ergonomics are reasonable too, making relatively modest
demands on your arms, neck and knees, and the seat is pretty
good for a sportbike. Even the mirrors are decent.
If I had to gripe, the wind protection offered by the very low
windshield is much less than even the Panigale, and the engines
greatest vibration happens at speeds youll use a lot. Also, I
found the revised gearing has the engine spinning faster than
necessary, making the Panigale sometimes feel relaxed. An
S1000R-model would be more my style.
Dave Searle

2012 BMW S1000RR

SPECIFICATIONS AND PERFORMANCE DATA
ENGINE

PERFORMANCE

Type: .......... Liquid-cooled in-line four

Valvetrain: .... DOHC, 4 valves per cyl.,
shim under follower valve adjustment
Displacement: ..........................999cc
Bore/stroke: ................80.0 x 49.7mm
Comp. ratio: ............................13.0:1
Fueling: ....BMW EFI w/ 48mm throttle
bodies
Exhaust:..4-into-2-ito-1 w/variable backpressure valves in header crossovers

Measured top speed ........186 mph

01/4 mile ..................9.80 sec.
..........................@ 148.35 mph
060 mph ....................3.01 sec.
0100 mph ..................5.33 sec.
600 mph ........................119.3'
Power to Weight Ratio ........1:2.49
Speed @ 65 mph indicated ....61.7
MC RATING SYSTEM

DRIVE TRAIN

EXCELLENT
VERY GOOD
GOOD
FAIR
POOR

Transmission:........................6-speed
Final drive:..................................chain
RPM @ 65 mph*/rev limiter 4990/14,200

SUSPENSION

52.5"

26.0"

D
E

63.0"
52.75"

31.6"
25.25"
39.0"

Wheelbase: ................................56.0"
Rake/trail:............................23.9/3.9"
Ground clearance: ......................4.75"
Seat height: ................................31.6"
GVWR: ..................................893 lbs.
Wet weight: ........................458.0 lbs.
Carrying capacity: ..............435.0 lbs.

Horizontal (nose to)

A: Passenger seat
(middle). B: Rider
seat (middle). C:
Handgrip (center).
D: Passenger footpeg (center). E: Rider
footpeg (center).

67.0"

15.5"

DIMENSIONS

A
B

33.75"

*actual, not indicated

ERGONOMICS TEMPLATE

Vertical (ground to)

F: Handlebar (center). G: Rider footpeg (top). H: Rider
seat (lowest point).
I : Passenger peg
(top). J: Passenger
seat (middle).

:::::

Open-Class Supersport
:::::
Engine
:::::
:::::
Transmission
:::::
::::;
Suspension
:::::
:::::
Brakes
:::::
::::;
Handling
:::::
::::;
Ergonomics
:::::
:::::
Riding Impression
:::::
Instruments/Controls :::::
:::::
:::::
Attention to Detail
:::::
:::::
Value
:::::

SAE CORRECTED REAR-WHEEL HORSEPOWER

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

Front: ..........Sachs 46mm male-slider

F
GHI J
:::::
telescopic forks, adj. preload, comp.
OVERALL RATING
:::::
and rebound damping, 4.7" travel
MISCELLANEOUS
DYNAMOMETER DATA
Rear: ..Sachs monoshock, adj. preload,
2-stage comp. and rebound Instruments: ....Digital speedo, analog Low end
183.80 hp
::::;
182.90 hp
damping,5.1" travel
tach, odometer, dual trip., water

:::::
Mid-range
temp., driving mode, gear indicator,
BRAKES
:::::

clock, lap timer Top end

Front: Dual 320mm rotors, w/4-piston Indicators: shift, hi-beam, t/s, neutral,
150.50 hp
The S1000RRs in-line
four remains undefeated in
check engine, ABS warning
radial-mount calipers; Race ABS
77.92 lb.-ft.
sheer horsepower output
Rear: Partially linked 220mm disc, w/ MSRP: ..$15,050 ($15,995 as tested)
77.59 lb.-ft.
in
the
1000cc
class,
and

single-piston caliper; Race ABS Routine service interval: ......6000 mi.

yet its still one of the

Valve adj. interval:..............18,000 mi.
67.70 lb.-ft.
most civilized supersport
TIRES & WHEELS
Warranty:..............3 years, 36,000 mi.
engines weve ever experienced, with its fuel injecFront:..120/70ZR17 (M/C 58W) Conti- Colors:......Blue Fire, Racing Red/Alpine
tion delivering excellent,
White, Sapphire Black Metallic, BMW
Sport Attack 2 on 3.50" x 17" wheel
linear driveability.
Motorrad Motorsport colors
RPM, THOUSANDS
Rear: ..190/55ZR17 (M/C 75W) ContiSport Attack 2 on 6.00" x 17" wheel
TEST NOTES
STANDARD MAINTENANCE
ELECTRICS
PICKS
Item
Time
Parts
Labor
Battery: ..............................12V, 10Ah
: Its still the horsepower king
Oil & Filter .....................0.65. ............$56.00+$14.00 $52.00
Ignition: ..Digital w/EU4 knock sensor
: We wish all ABS systems worked as well as the RRs
Air Filter....................0.5 ..........$40.73 ..........$40.00
Alternator Output:......................434W
: Ergonomics are tolerable on longer rides
Valve Adjust..............4.0 ..........$38.40 ........$320.00
Headlight: ..............................55/55W
Battery Access ..........0.4 ............MF ..............$32.00
Final Drive ................0.5 ................................$40.00
FUEL
PANS
R/R Rear Whl...........0.75 ................................$60.00
:
Chassis updates have not dramatically improved steering
Tank capacity: ......................4.60 gal.
Change Plugs ..........1.25 ..........$71.24 ........$100.00
:
Annoying
engine
vibration
at
4000
rpm
buzzes
the
bars
Fuel grade: ..........................Premium
Synch EFI..................1.0 ................................$80.00
: Wind protection isnt what it could be
High/low/avg. mpg: ....40.3/33.7/36.0
Totals
9.05
$220.37
$724.00
* MCN has changed the estimated labor rate to $80 starting March 2007

Visit us at WWW.MCNEWS.COM

SEPTEMBER 2012

17

Model Comparison
Right: The Panigale S forged
Marchesini three-spoke wheels not
only look good, they also shave an
additional .8-lbs. of unsprung weight.
Dual-compound Pirelli Diablo Super
Corsa SP radials, 120/70ZR17 up front
and a fat 200/55ZR17 out back, offer
superb grip and feedback. The lowslung exhaust looks cool, but the rear
header loops under the seat and generates uncomfortable heat on the legs.
Left: Fitted to hlins TTX36 rear
shock and TiN-coated NIX 30 fork,
Ducatis DES (Ducati Electronic
Suspension) is a significant leap forward for production superbikes.
Accessed through the Panigale S
instrument cluster, it offers 32 (031)
adjustments for compression and the
same amount for rebound, front and
rear. However, the Panigales racetrack-bred springs are too stiff for satisfactory street performance.

Above: The Panigales all-new

Superquadro L-twin displaces 1198cc
via a radically oversquare 112.0 x
60.8mm bore and stroke. It delivers
171.8 peak rwhp at a screaming 10,500
rpm, but its fuel-injection mapping is
too coarse for everyday street use.
Left: The Panigales handlebars are
10mm taller and 32mm wider than
the old 1198s, for more leverage,
and its 4.5-gal fuel tank is 30mm
shorter and 6.3 lbs. lighter than the
1198s less capacious 4.1-gal tank.
Right: Brembos M50 Monobloc
calipers clamp 330mm front semifloating discs and utilize Ducatis
ABS system, which offers three levels
of intervention and can also be disabled entirely. Level 1 offers the
least intervention for track use and
also disengages the rear ABS.

TESTERS LOG
At its intro, I knew that the 1199S was all business, and even
on an unfamiliar Abu Dhabi track under less than perfect conditions, it did everything I asked of it with ease. I was able to experience its seamless ABS braking, and an aggressive traction
control setting on what was a constantly sandy track surface.
But what works on the track does not necessarily transfer to
the street, and our test 1199S really challenged my suspension
sorting capabilities. It leaves the crate stiffly sprung at both
ends. I tried to adjust, soften and even change geometry to
compensate for the heavy spring rates, but in the end, at least
in my opinion, this red missile would be 100% better with a simple swap to lighter springs.
Its too bad, because the Ducati is so light and responsive, and
Im convinced its brakes are the best in the game while its engine
is happy, free revving and full of sound, matched with the thrust
of twin afterburners. Shes not a beginners motorcycle, but if
youre a capable sport rider, shell be every bit as good as you are.
Danny Coe

18

SEPTEMBER 2012

MOTORCYCLE CONSUMER NEWS

Momma Mia, this thing is a beast! When it first fires up, the
calamity of combustion emanating from the engine tells you to
get on the road quickly, as the engines fuse must be very short.
Nothing else sounds so highly strung, and just barely cracking
throttle results in a violent explosion of metallic fury.
Its amazing that such a monster has been tamed enough to
be street legal, and its ragged low-mid rpm range tells you its
simply dying to be given full throttle. Unfortunately, except for
wide-open desert stretches, where else can you find room to
give it its head? I couldnt. Ridden through the local twisties as
quickly as I dared, it seemed dismissive to be ridden so slowly. It
wanted to be whipped like a racehorse, when all of its Olympian
abilities might be actually be challenged. Instead, it snorted and
grunted through my time at the reins, its Pirelli tires feeling
squirmy, its brutal suspension unable to handle bumpy pavement, its mirrors useless, never moving fast enough to escape
its engine heat. But boy is it ever sexy!
Dave Searle

2012 Ducati 1199 Panigale S

SPECIFICATIONS AND PERFORMANCE DATA
ENGINE

PERFORMANCE

Type:.................. Liquid-cooled, L-twin

Valvetrain: .... DOHC, 4 valves per cyl.,
desmodromic, shim adjusted valve
clearance
Displacement: ........................1198cc
Bore/stroke: ..............112.0 x 60.8mm
Comp. ratio: ............................12.5:1
Fueling: Mitsubishi RbW EFI, elliptical
throttle bodies
Exhaust: ..........................2-into-1-into-2

Measured top speed ......177.6 mph

01/4 mile ..................9.91 sec.
..........................@ 145.95 mph
060 mph ....................2.98 sec.
0100 mph ..................5.59 sec.
600 mph ........................119.1'
Power to Weight Ratio ........1:2.47
Speed @ 65 mph indicated ....62.1

DRIVETRAIN

MC RATING SYSTEM
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR

Transmission:........................6-speed
Final drive: ................................Chain
RPM @ 65 mph*/rev limiter 3770/11,250
ERGONOMICS TEMPLATE

*actual, not indicated

D
E

N/A
53.25"

N/A

25.75"

32.1"

N/A

SUSPENSION

Horizontal (nose to)

A: Passenger seat
(middle). B: Rider
seat (middle). C:
Handgrip (center).
D: Passenger footpeg (center). E: Rider
footpeg (center).

N/A
52.25"

15.3"

Wheelbase: ................................56.6"
Rake/trail: ......................24 50'/3.94"
Ground clearance: ......................4.75"
Seat height: ................................32.1"
GVWR: ..................................816 lbs.
Wet weight: ..........................425 lbs.
Carrying capacity: ..................391 lbs.

A
B

33.25"

DIMENSIONS

Vertical (ground to)

F: Handlebar (center). G: Rider footpeg (top). H: Rider
seat (lowest point).
I : Passenger peg
(top). J: Passenger
seat (middle).

:::::

Open-Class Supersport
::::;
Engine
:::::
::::;
Transmission
:::::
:::..
Suspension
:::::
:::::
Brakes
:::::
:::::
Handling
:::::
::;..
Ergonomics
:::::
::::;
Riding Impression
:::::
Instruments/Controls ::::;
:::::
::::.
Attention to Detail
:::::
:::::
Value
:::::
::::.
OVERALL RATING

SAE CORRECTED REAR-WHEEL HORSEPOWER

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

Front:.... hlins NIX30 43mm fork, TiNF

G HI J
coated sliders, elec. adj. comp. and reb.
:::::
damping, manual preload, 4.72" travel
Rear: ....hlins TTX6 monoshock, elec.
MISCELLANEOUS
DYNAMOMETER DATA
compression and reb. damping, manInstruments: Digtal speedometer, digi- Low end
::::;
ual preload and ride height, 5.12" travel
171.80 hp
tal graph tachometer, odometer, 2
Mid-range :::::
170.44 hp

tripmeters,
current
mpg,
avg.
mpg,
BRAKES
::::;
avg. speed, trip timer, ambient temp., Top end
Front: ........Dual 330mm semi-floating coolant temp., gear indicator, driving
The Panigales high-strung
110.26 hp
discs, 4-piston Brembo monobloc
90 L-twin delivers a brutal
mode, DTC mode, EBC mode, ABS

radial-mount calipers w/ABS

86.04 lb.-ft.
hit above 9000 rpm, but
mode, race display w/lap timer

69.60 lb.-ft.
lacks low-end grunt for
Rear: 245mm disc, two-piston caliper Indicators:hi-beam, t/s, neutral, check
85.58 lb.-ft.

daily
street
use.
Part
of
the
w/ABS engine, ABS warning, low fuel, low oil
problem lies with its unreMSRP: ....................$22,995 as tested
fined fuel injection, which
TIRES & WHEELS
Routine service interval:........7500 mi.
delivers abrupt throttle
Tested by CycleDoctor.com,
Costa Mesa CA
Front:..........120/70ZR17 Pirelli Diablo Valve adj. interval:..............15,000 mi.
response. Can you say
Power Commander?
Supercorsa SP on 3.50" x 17" wheel Warranty: ..2 years, unlimited mileage
RPM, THOUSANDS
Rear: ..........200/55ZR17 Pirelli Diablo Colors: ..............................................Red
Supercorsa SP on 6.00" x 17" wheel
TEST NOTES
STANDARD MAINTENANCE
ELECTRICS
Time
Parts
Labor
PICKS
Item
:
Superquadro
L-twin
delivers
serious
top-end
punch
for
racing
Oil & Filter......................0.6..............$79.96 + 39.98 $48.00
Battery:..............................12V, 6.5Ah
: Comprehensive electronics offer tremendous adjustment
Air Filter ..................0.75 ..........$58.99 ..........$60.00
Ignition: ..............Inductive discharge
: Knife-edge handling and awesome ABS braking system
Valve Adjust..............4.0 ..........$75.92 ........$320.00
Alternator Output:......................380W
Battery Access ..........0.2 ............MF ..............$16.00
Headlight: ....................(LED) 27/28W
Final Drive ................0.5 ................................$40.00
PANS
FUEL
R/R Rear Whl. ..........0.6 ................................$48.00
: Heat, heat and more heat from the engine and exhaust
Change Plugs............1.5 ..........$83.98 ........$120.00
Tank capacity: ........................4.5 gal.
: Suspension is sprung too stiffly, hampering adjustability
Synch EFI..................1.0 ................................$80.00
Fuel grade: ..........................Premium
: Ergonomics are uncompromising for street riding
High/low/avg. mpg: ....38.5/29.7/34.2
Totals
9.15
$338.83
$732.00
* MCN has changed the estimated labor rate to $80 starting March 2007

Visit us at WWW.MCNEWS.COM

SEPTEMBER 2012

19