2012SeptBMW Duc

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TYPICAL OF HIGH-PERFORMANCE motorcycles that promise topush the technological envelope, BMWs S1000RRdebuted in a deluge of media hype in 2010, but unlikesome, it ultimately proved to be more than worthy of the fanfareby delivering game-changing performance. Along with the mostpowerful 1000cc engine the class had ever known, its highlyrefined 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 super-bike ever, the 1199 Panigale, which hits the street with unprece-dented technology gleaned from its MotoGP experience.

Available in three trim levelsa standard model, an S model anda Tri Colore modelits claimed 195-hp L-twin engine and 361-lb. dry weight are as intriguing as its breathtaking styling, mak-ing the Panigale the perfect contender for the class-leading BMW.

So we armed ourselves with an S1000RR and an 1199 PanigaleS, which comes standard with Ducatis full complement of elec-tronic 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 test-ing to others and compare these snarling beasts in real-world con-ditions, including plenty of canyon riding as well as freeway andstop-and-go city conditions. It was close, but we have a winner.

Engines & PerformanceS1000RR 1st; Panigale 2ndThe S1000RRs liquid-cooled, 999cc DOHC inline four-cylin-

der architecture isnt unique, but excellent design execution byBMW engineers has yielded a Teutonic terror that went from thedrawing board to the leader board in one fell swoop. Fed by aquartet of 48mm throttle bodies fitted with variable-length intaketrumpets and two injectors per cylinder, its cavernous Nikasil-coated 80mm bores and ultra-short 49.7mm crankshaft strokewere intended to deliver stratospheric rpm, and its compact cylin-der head bristled with innovations such as lightweight titaniumvalves, Formula 1-inspired finger-style cam followers and anintermediate reduction gear in the cam case that allowed the useof smaller and lighter gears to spin the cams. For 2012, the

S1000RR engines internal specs are unchanged, BMW insteadelecting to update its ride-by-wire engine management system,which offers four separate driving modes. The S1000RRs Rain,

Sport, Race and Slick modes tailor power delivery, and the DTCinterfaces with an array of wheel speed sensors and gyroscopesto regulate traction (and limit wheelies) like no other machine.Refinements for 2012 include an expansion from two perfor-mance curves to three; one each for the Rain and Sport modes,and an additional one for Race and Slick modes. Rain mode nowgenerates 163 crank hp, 13 hp more than the previous version.Lastly, BMW engineers boosted the S1000RRs low- and mid-range performance simply by going up one tooth on the rearsprocket, from 44T to 45T, which effectively tightens its gearratios and allows it to reach its redline much sooner.

Ducati has bid arrivaderci to its revered Testastretta superbikemotor, fitting the Panigale with an all-new design, christened theSuperquadro. With a claimed 195 crank hp @ 10,750 rpm and awhopping 98.1 lb.-ft. of peak torque @ 9000 rpm, it packs themost performance ever to come from a production version ofBolognas fabled 90 L-twins. Ride-by-wire throttle technologyincorporates three power settings: 195 Hi, 195 Lo and 120, andthree independent, change-on-the-fly driving modes, Race, Sportand 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 thesame as the Testastretta 1198, its bore and stroke are radicallydifferent, with massive 112mm Nikasil-plated aluminum boresand a 60.8mm crankshaft stroke creating the most oversquareproduction L-twin Ducati ever. The larger bores required thateverything upstream of the motors slipper-style pistons beenlarged in order to attain the high power levels desired byDucati engineers. Its 67.5mm elliptical throttle bodies, nowsourced from Mitsubishi rather than Magneti Marelli, alsofeature dual injectors like the S1000RR, with one injectorbelow the butterfly for low-rpm response and a showerhead-style injector on top to meter additional fuel at high rpm.

Two huge 46.8mm titanium intake valves share each combus-tion chamber with 38.2mm steel exhaust valves. Naturally, theSuperquadro retains Ducatis trademark desmodromic valve sys-tem, which uses rocker arms rather than springs to open andclosethe valves, but the Superquadro now uses a chain/gear cam drive

rather than belts, to increase valve timing accuracy and allowlong 15,000-mile valve adjustments. New PLC-coated (Polymer-Like Carbon) rocker arms further reduce power-robbing friction.

by Scott Rousseau

Model Comparison

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BMWs Revised S1000RR vs. Ducatis 1199 Panigale SBMWs Revised S1000RR vs. Ducatis 1199 Panigale S


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The Superquadros bottom end is justifiably beefy in order todeal with the stress placed on it from above. Its Vacural die-castengine cases (the valve covers, timing and clutch covers andengine sump are still magnesium) house a new crankshaft with

larger-diameter journals riding in pressure-fed, automotive-styleplain bearings rather than roller bearings. Further increasingdurability, the Superquadro uses two oil pumps, a pressure pumpto lube the engine and a vacuum-type scavenging pump thatcounteracts the pumping forces generated by the descendingpistons and speeds the engine oils return to the sump.

But despite Ducatis claims, the S1000RR is still the horse-power king. Aided this year by an enlarged ram-air intake cross-section that improves airflow into the motor, it makes 183.8 rwhp@ 13,500 rpm with 77.59 lb.-ft. of torque @ 10,500 rpm. TheBMW makes only 5.5 rwhp less than Kawasakis mighty ZX-14R(!), and it easily out-muscles the Panigales 171.8 hp @10,500 rpm. But the Panigale makes 9% more peak torque thanthe S1000RR, 86.04 lb.-ft. @ 9750 rpm, and, surveying our dyno

data, we found that Ducati also has an edge between 30005000rpm. Beyond 6000 rpm, however, the S1000RR motor begins tocharge, matching the Ducatis torque output before flat out-running it on top.

Despite its new tighter final gearing, the 2012 S1000RR had notrouble bumping into its speed-limiter in both directions at oursecret high desert proving grounds during rather windy testingconditions. Its two-way average was 181.6 mph, close enough toconvince us that its still a legit 186-mph motorcycle. The Pani-gales best measured run with the wind was only 184 mph, andits two-way average was 177.6 mph. And during our 1/4-miletesting, conducted in practically still wind conditions, the heav-ier 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 Ducatiholding a slight edge, 2.98 sec. vs. 3.01 sec., but, just like ourdyno data suggests, the BMW really started to truck on the bigend, taking just 5.33 sec. to reach 100 mph while the Ducati took5.59 sec. It was closer than we anticipated, but the BMW helda clear advantage.

And the beauty of the S1000RRs motor is that its ferociouspower is complemented by velvety driveability. Its eye-water-ing top-end hit is awe-inspiring, and yet its power is so silky andits fuel injection so well-sorted that its perfectly happy to puttaround town, too. Its throttle response, already linear on theprevious RR, has been reconfigured to be gentler and moresensitive in Rain mode while also being more direct and respon-

sive in the Sport, Race and Slick modes. Twist the throttlevigorously and the S1000RR responds with turbo-like acceler-ationseamless and extremely forceful yet predictable even

with its traction control disabled. Its dual-length intake tracts doa fantastic job of smoothing its low-to-high rpm power transition,and the ECU-controlled butterflies located in the crossover pipesof its stainless steel, 4-into-2-into-1 exhaust system optimizebackpressure regardless of rpm, soothing its savage tempera-ment. Its the unanimous favorite among our test crew, andits also the most fuel efficient, delivering 36.0 mpg vs. thePanigales 34.2 mpg.

The Panigale is equally exciting, but keeping pace with theS1000RR in Race or Slick mode means sticking with the 195 Hipower setting in Race mode to achieve its maximum capabilities,and its hyper state of tune illustrates the tradeoffs made in thename of peak hp. In an effort to deliver four-cylinder-style peakhorsepower, it sacrifices some civility, and it demands far moreconcentration when ridden aggressively because it packs such abrutal top-end punch as the engine races toward its 11,250 rpmredline. That second-stage boost might be a plus if your last nameis Rossi or Checa, but we recommend that less experienced rid-ers exercise restraint to avoid problems. Thankfully, the Pani-gales 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 lightingup 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 itsopen-class ancestors. Its muscle is plenty stout when rowingthrough the gears between 60009000 rpm, even in the 120 powersetting. Of course, you can also soften throttle response at fullpower by switching to the 195 Lo mode, but some of our testersfelt this setting dulled the Panigales character too much.

The Panigale pulls smoothly from as low as 3000 rpm on thestreet, but we wished for more low-rpm torque to provide a morelinear spread of power throughout the rev range. Even our fastesttester, Danny Coe, wanted more low-end to improve accelerationwhen firing out of canyon corners.

Whichever mode you choose, though, the Panigales fuel injec-tion mapping is nowhere near as refined as the S1000RRs. Itsfar from smooth, especially when transitioning on and off thethrottle. The throaty snarl from its low-slung exhaust system mayturn a lot of heads when cruising around on the street, but thePanigale is a gruff motorcycle and not an ideal daily driver. Ducatifaithful will probably defend the Panigales raw, visceralmachismo, but on the street the S1000RRs silky smooth drive-ability makes it the clear winner here.

TransmissionsS1000RR 1st; Panigale 2ndBoth of these superbikes feature oil-bath slipper clutches and

6-speed gearboxes that make use of race-style quick shifters to

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momentarily cut the ignition to allow full-throttle, clutchlessupshifts. Ridden back-to-back, the S1000RRs transmission andclutch are noticeably slicker than the Panigales, and BMWsGear Shift Assistant is functionally superior to Ducatis DQS(Ducati Quick Shift) system. The Panigales ignition interrup-tion is far more noticeable than the BMWs which manages toimprove gear changes even when the throttle is chopped.

The BMWs stacked six-speed delivers crisp yet fluid gearchanges regardless of riding style. The Panigales transmission,which uses larger diameter gears than any previous Ducati super-bike to handle the Superquadros power, shifts smoothly as wellbut occasionally has difficulty catching the next gear at high rpm.

HandlingPanigale 1st; S1000RR 2ndThe 1199 Panigales all-new chassis represents a sharp depar-

ture from Ducatis previous trellis-framed superbikes. The Pani-gales engine isnt just a stressed member of the chassis; itsactually the structural support for subframes that serve severalpurposes. A cast-aluminum monocoque front subframe bolteddirectly to the front cylinder acts as the steering head and the air-box, while the rear subframe attaches to the front subframe andthe rear cylinder, to serves as the seat support and front attachmentpoint for the Panigales horizontal, side-mounted shock absorber.In typical Ducati fashion, the back of the engine case serves as thepivot 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-pur-posed elements that, along with the lighter engine, is claimed tomake the 1199 Panigale a stunning 22 lbs. lighter than the old1198. But hype aside, our Panigale S lit the digital scales at 425lbs. wet, just 9 lbs. lighter than the 1098S we tested back in 2008.

The Panigales 56.6" wheelbase, 24, 50' rake and 3.94" trailfigures dont stray from conventional Ducati wisdom, and theyyield razor-sharp handling characteristics that are classic Ducati,with a light and precise feel that the 33 lb.-heavier BMW simplycant match. The Panigales mass-centralizing design allows it tobe flicked into corners easily, and its 53.1% front/46.9% rearstatic weight distribution plant the front tire for confidence-inspiring 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 corner-ing manners through a series of minute adjustments. Its chassislooks the same as before, but it has been tweaked with a 4mm

higher swingarm pivot and fitted with a slightly shorter shockabsorber. Triple clamps with slightly less offset are also new andresult in the same 23.9 rake with .1"-more trail, now 3.9". Swap-ping to the larger 45T rear drive sprocket without changing thechain length has also shortened the S1000RRs wheelbase .4" to56.0", and the steering head is now fitted with lower-frictionbearings to reduce steering effort.

However, the handling difference created by these changes isnot as dramatic as wed hoped. The S1000RR is still extremelybalanced in the most demanding sporting conditions, and its rockstable, but it steers deliberately. While its feedback is trustwor-thy when heeled over in a turn, the Panigale is equally as stablewhile being lighter and nimbler through the curves.

SuspensionS1000RR 1st; Panigale 2ndWe anticipated that the Panigale would handily win the suspen-

sion category. After all, it makes use of hlins top-level 43mmNIX30 male slider fork and TTX36 shock, which offer tremen-dous adjustability, with separated damping and rebound circuitsand a valving system that can be popped out at trackside for easyvalving swaps. And the Panigale takes suspension adjustment to

a whole new level in the superbike class thanks to its DES (DucatiElectronic Suspension) system, which allows the rider to dial infront and rear suspension damping via the simple push of a but-ton. Accessed through the instrument panel, the DES offers 31adjustment levels for each damping circuit, front and rear. Therider simply chooses a number in the suspension menu and elec-tronic stepper motors make the desired adjustment. And with thethree different riding modes, the system can store up to threeunique front and rear suspension settings that can be accessedand changed on the fly, such as when going from the track to thestreet. Wrenches are required only to set preload.

But, for all of its sophistication, the Ducati fails to carry this cat-egory. As delivered, its suspension is harsh and unbalanced. Wetried to correct it by reducing rear preload until we ran out of

threads on the shock body and fiddling with the DES, ride heightand linkage adjustments, but we didnt find acceptable settings forstreet use. The Ducati is simply oversprung for perhaps all but theworlds smoothest racetracks, and in stock form on the street, its

jarring ride hastens rider fatigue. Even Coe agreed, suggestingthat its 9.17-kg/mm (512-lb./in.) shock spring rate could belowered one or two steps and its fork springs at least one step formore adjustabilityroad or track. And more than one tester askedwhy electronic damping adjustments are even necessary whenold-school clickers are so quick to change.

Of course, suspension changes on the S1000RR are still old-school adjustable with a wrench and a screwdriver, and its fullyadjustable 46mm Sachs male-slider fork and Sachs monoshockare easy to dial-in. The 2012 models fork internals have beenupdated for a more pronounced difference between clicker set-tings, and its shock has received a check ball system designed toprevent rebound damping adjustments from affecting the com-pression damping settings. But unlike the Ducati we only had toadd a bit of high- and low-speed compression damping to theshock (to prevent the BMW from squatting under hard accelera-tion out of corners), and we pronounced it excellent. TheS1000RRs ride remains sportbike firmyou wont mistake it fora K1600GTbut its decidedly more plush than the Panigale,and it still offers excellent control when ridden aggressively.

Brakes, Wheels & TiresS1000RR 1st; Panigale 2ndSuperb braking is imperative in the superbike ranks, and both

of these thoroughbreds offer world-class stopping performancethanks to their Brembo Monoblock calipers activated by radial-pump master cylinders. They also sport the most transparent ABS

14 SEPTEMBER 2012 MOTORCYCLE CONSUMER NEWS

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systems weve ever experienced and boast premium rolling stock,with lightweight alloy wheels and grippy radial tires.

The Panigales monstrous 330mm semi-floating front discsare fitted with Brembos new M50 monoblock radial-mount four-piston calipersnow 6% lighter to shave unsprung weight, butthe most impressive feature of the braking package is DucatisABS, which can be adjusted to three different levels of interven-tion or be disengaged entirely. Sport and Wet modes activate thefront and rear ABS together while Race mode activates only thefront ABS. The system is so effective that we ended up leavingit in the Level 1 position in Race mode for added safety.

The Ducatis front brakes are simply stellar, with strong initialbite that takes a little getting used to at first, but their action is alsoextremely linear, requiring the pressure of just one finger to scrubserious speed. The Panigale registered a best non-ABS 60-0 mphstop of 119.1', and Level 1 ABS in Race mode only required anadditional half-foot! But it should be noted that the Panigales245mm rear disc/two-piston caliper was easy to lock up in thisconfiguration, and switching to Level 2 ABS adds about 15' to thePanigales stopping distance.

The S1000RRs 320mm front discs and four-piston monoblock

calipers are less sensitive than the Panigales, and theyre also par-tially linked to the BMWs 220mm rear rotor and single-pistoncaliper; the system will automatically dial-in some rear brake toassist the front discs during stops. Both ends offer a linear feel thatmatches the Panigales performance, and the BMWs Race ABSstill offers impressive stopping power with only slightlydetectable intervention in Rain mode. The S1000RRs rear brakeis also less prone to lock the rear wheel than the Panigales. Ourbraking trials were a virtual tie between the two machines, as theS1000RRs best non-ABS 600 stop measured 119.3' (less than3" longer), while its best ABS stop was 122.3'.

Both machines wear 3.50" x 17" front and 6.00" x 17" rearwheels, but its hard to deny the sex appeal of the forgedMarchesinis that adorn the Panigale and even easier to fall in

love with the excellent feel from its Pirelli Diablo Super CorsaSP tiresa 120/70ZR17 up front and a meaty 200/55ZR17out back. Based on a rubber compound derived from PirellisWorld Endurance Championship racing experience, they pro-vide excellent grip at their recommended 33.4 psi front and37.8 psi rear pressures. The S1000RRs 120/70ZR17 front and190/55ZR17 rear Continental ContiSport Attack Z radials, on theother hand, offer a neutral feel when set to their recommended 36psi front and 42 psi rear pressures, but dont provide as muchfeedback as the Pirellis.

ErgonomicsS1000RR 1st; Panigale 2ndFace it, neither of these machines was designed for putting

in hard, sport-touring-style street miles. Both force the riderinto the stereotypical Ricky Racer riding position, but theS1000RRs ergonomics are the less painful. A reasonable 31.6"seat height makes the BMW .9" lower than the Ducati, and theBMWs saddle is wider and better padded than the Ducatisnarrow, rock-hard unit. Also, despite raising the height of thePanigales handlebars 10mm compared to the old 1198, thePanigales riding position still places a lot of weight on thewrists, transforming it from tolerable into a torture rack in lit-tle more than 100 milesouch! Compounding our ergonomicgripes, the Panigales left handlebar will smash the ridersthumb against the bodywork when making a U-turn.

Attention To DetailS1000RR 1st; Panigale 2nd

If looks were the only deciding factor in this category, thePanigale would take it in a walk. Its swoopy lines and blood redItalian paint scream sexy while the S1000RRs asymmetrical

face still looks odd three years after its debut. However, the Pani-gales hot looks are matched by a hot-running motor, which musthave been expected by Ducati engineers, who designed theSuperquadros cylinders to be fully surrounded by its coolant.Even so, it generates tremendous heat, especially when ridden atslower speeds. We noticed its temperature gauge exceeding 210on several occasions while in traffic, and although its mufflersnow reside under the motor rather than directly under the seat, therear header features a large U-bend right behind the shockabsorber that, although shielded, radiates sufficient heat to leavethe backs of your thighs well done in summer temperatures.

The S1000RR isnt perfect, though. Its otherwise sewingmachine-smooth motor vibrates annoyingly through the bars at4000 rpmright at a legal 55 mph. On the other hand, we lovethe fact that you can engage or disengage the BMWs tractioncontrol and ABS systems on the fly. You cant do it on theDucati unless you are switching to a riding mode in which theparticular system has already been disabled ahead of time.

ValueS1000RR 1st; Panigale 2ndWeve heard ourselves say this about BMWs many a time, but

in this case the shoe is on the other foot: TheDucati offers excel-lent performance and a staggering amount of technology, but youhave 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 Pani-gale, which replaces the hlins suspension and DES, forgedwheels and all-LED headlights with an all-aluminum 50mm Mar-zocchi fork, Sachs shock, cast wheels and heavier, partial LEDlighting for a less wallet-busting $17,995. But even then, theBMW S1000RR would still be the better bargain.

OverallS1000RR 1st; Panigale 2ndThe Ducati 1199 Panigale S is intoxicatingly beautiful and

thunderously fast, but it possesses a rough-hewn character thatwill probably never appeal to superbike enthusiasts seeking adaily driver. Its expensive, and even with a Pandoras boxful ofelectronic aids, its raw, aggressive and unrefined. Weve nodoubt about its racetrack potential, but it lacks any appreciablecivility on the street. The BMW S1000RR delivers more perfor-mance at a lower price, and its definitely the better road machine.

Bottom line: The BMW instills rider confidence. The Ducatidemands it. Advantage BMW.

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Its a rare occasion when I test a supersport as a touringplatform. But this month, I was able to borrow the new BMWS1000RR and enjoy it on a road trip with a group of friends toBig 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-foursportbikes. Its ungodly fast yet smooth everywhere. Along witha willingness to spin high rpm and generate blazing speeds on awhim, its strongest attributes are its balanced handling com-bined with rock-solid stability over bumpy roads. The only excep-tion to its remarkably composed engine performance is anuncomfortable tingle through the bars around 4000 rpm.

BMWs safety electronics include Race ABS and a highly sen-sitive traction control with wheelie limitation, but the one featureI appreciated most was the ability to switch off all the safetystuff 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

These are two very different machines. The BMW, despite itsstaggering power, is extremely civilized and polished. Its fuelinjection is flawless, the transmissions Gear Shift Assistantworks like a charm, the linked brakes give composed stoppingpower and the handling has a steady dependable character thataids confidence. Torquey enough for strong performance evenat moderate revs, the S1000RR engine is easy to live with,regardless of traffic conditions or a lack thereof. And while it sim-ply inhales straights, the power is so linear it doesnt scare you.

Its ergonomics are reasonable too, making relatively modestdemands on your arms, neck and knees, and the seat is prettygood for a sportbike. Even the mirrors are decent.

If I had to gripe, the wind protection offered by the very lowwindshield is much less than even the Panigale, and the enginesgreatest vibration happens at speeds youll use a lot. Also, Ifound the revised gearing has the engine spinning faster than

necessary, making the Panigale sometimes feel relaxed. AnS1000R-model would be more my style. Dave Searle

TESTERS LOG

Model Comparison

Right: To improve steering, BMWengineers tucked in the RRs steeringhead a fraction, reduced triple clampoffset and raised the forks 5mm inthe clamps while also adding lower-friction steering head bearings. Thedifference isnt dramatic. The 46mm

Sachs fork internals now provide agreater difference in feel betweenclicks, and a 10-position adjustablesteering damper is also new.

Above: A 31.6" tall seat offers a wideand flat layout with reasonablepadding for decent comfort. We cantsay the same for the passenger pillion!

Below: The S1000RRs easy-to-readanalog tachometer/digital LCD

instrument panel allows for easyshift-on-the-fly changes to the dri-ving mode, traction control and ABSsettings. The conspicuously placedshift light is also adjustable.

Left: The RRs stubbyroad-race-style handle-

bars may appear tohang low and feature anuncomfortable bend, butlooks are deceiving. Theergonomic layout is sur-prisingly roomy, and the

bars place less weighton the riders wrists

than anticipated. Thewindscreen is very low,directing the wind blast

into the riders face.

Right: Chassis updates include a 4mm-higher swingarm pivot, and a shorterSachs shock absorber. The shock has

been revised for better separationbetween the rebound and damping cir-cuits and rear travel remains unchangedat 4.7". A new 45T rear sprocket pulls in

the wheelbase .4" to 56.0".


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ENGINE

Type:.......... Liquid-cooled in-line fourValvetrain:.... DOHC, 4 valves per cyl.,shim under follower valve adjustmentDisplacement: ..........................999ccBore/stroke:................80.0 x 49.7mmComp. ratio: ............................13.0:1Fueling: ....BMW EFI w/ 48mm throttle

bodiesExhaust: ..4-into-2-ito-1 w/variable back-

pressure valves in header crossovers

DRIVE TRAIN

Transmission:........................6-speedFinal drive:..................................chain

RPM @ 65 mph*/rev limiter 4990/14,200*actual, not indicated

DIMENSIONS

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.

SUSPENSION

Front: ..........Sachs 46mm male-slidertelescopic forks, adj. preload, comp.

and rebound damping, 4.7" travelRear: ..Sachs monoshock, adj. preload,

2-stage comp. and rebounddamping,5.1" travel

BRAKES

Front: Dual 320mm rotors, w/4-pistonradial-mount calipers; Race ABS

Rear: Partially linked 220mm disc, w/single-piston caliper; Race ABS

TIRES & WHEELS

Front:..120/70ZR17 (M/C 58W) Conti-Sport Attack 2 on 3.50" x 17" wheelRear: ..190/55ZR17 (M/C 75W) Conti-

Sport Attack 2 on 6.00" x 17" wheel

ELECTRICS

Battery: ..............................12V, 10AhIgnition: ..Digital w/EU4 knock sensorAlternator Output:......................434WHeadlight: ..............................55/55W

FUEL

Tank capacity: ......................4.60 gal.Fuel grade: ..........................PremiumHigh/low/avg. mpg: ....40.3/33.7/36.0

MISCELLANEOUS

Instruments: ....Digital speedo, analogtach, odometer, dual trip., water

temp., driving mode, gear indicator,clock, lap timer

Indicators: shift, hi-beam, t/s, neutral,check engine, ABS warning

MSRP:..$15,050 ($15,995 as tested)Routine service interval:......6000 mi.Valve adj. interval:..............18,000 mi.Warranty:..............3 years, 36,000 mi.

Colors:......Blue Fire, Racing Red/AlpineWhite, Sapphire Black Metallic, BMWMotorrad Motorsport colors

PERFORMANCE

Measured top speed ........186 mph01/4 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

STANDARD MAINTENANCE

Item Time Parts Labor

Oil & Filter .....................0.65. ............$56.00+$14.00 $52.00Air Filter ....................0.5 ..........$40.73 ..........$40.00Valve Adjust..............4.0 ..........$38.40 ........$320.00Battery Access ..........0.4 ............MF ..............$32.00Final Drive ................0.5 ................................$40.00R/R Rear Whl...........0.75 ................................$60.00Change Plugs ..........1.25 ..........$71.24 ........$100.00

Synch EFI..................1.0 ................................$80.00Totals 9.05 $220.37 $724.00

Low end

Mid-range

Top end

The S1000RRs in-linefour remains undefeated insheer horsepower outputin the 1000cc class, andyet its still one of themost civilized supersport

engines weve ever experi-

enced, with its fuel injec-tion delivering excellent,linear driveability.

TEST NOTES

PICKS Its still the horsepower king We wish all ABS systems worked as well as the RRs Ergonomics are tolerable on longer rides

PANS Chassis updates have not dramatically improved steering Annoying engine vibration at 4000 rpm buzzes the bars Wind protection isnt what it could be

ERGONOMICS TEMPLATE

SAECORRECTEDREAR-WHEELTORQUE,L

B.FT.

SAECORRECTEDREAR-WHEELHORSEPOW

ER

RPM, THOUSANDS

182.90 hp

77.92 lb.-ft.

150.50 hp

67.70 lb.-ft.

183.80 hp

77.59 lb.-ft.

DYNAMOMETER DATA

MC RATING SYSTEM

EXCELLENTVERY GOODGOODFAIR

POOR

Open-Class Supersport

Engine

Transmission

Suspension

Brakes

Handling

Ergonomics

Riding Impression

Instruments/Controls

Attention to Detail

Value

OVERALL RATING

2012 BMW S1000RRSPECIFICATIONS AND PERFORMANCE DATA

* MCN has changed the estimated labor rate to $80 starting March 2007

A

B

67.0"

33.75"

D

25.25"

31.6" 3

9.0"

E

15.

5"

52.75"

C

52.5"

26.0"

63.0"

F G H I J

Horizontal (nose to)A: Passenger seat(middle). B: Riderseat (middle). C:Handgrip (center).D: Passenger foot-peg (center). E: Riderfootpeg (center).

Vertical (ground to)F: Handlebar (cen-ter). G: Rider foot-peg (top). H: Riderseat (lowest point).I : Passenger peg(top). J: Passenger

seat (middle).



Model Comparison

At its intro, I knew that the 1199S was all business, and evenon an unfamiliar Abu Dhabi track under less than perfect condi-tions, it did everything I asked of it with ease. I was able to expe-rience its seamless ABS braking, and an aggressive tractioncontrol setting on what was a constantly sandy track surface.

But what works on the track does not necessarily transfer tothe street, and our test 1199S really challenged my suspensionsorting capabilities. It leaves the crate stiffly sprung at bothends. I tried to adjust, soften and even change geometry tocompensate for the heavy spring rates, but in the end, at leastin my opinion, this red missile would be 100% better with a sim-ple swap to lighter springs.

Its too bad, because the Ducati is so light and responsive, andIm convinced its brakes are the best in the game while its engineis happy, free revving and full of sound, matched with the thrustof 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

Momma Mia, this thing is a beast! When it first fires up, thecalamity of combustion emanating from the engine tells you toget on the road quickly, as the engines fuse must be very short.Nothing else sounds so highly strung, and just barely crackingthrottle results in a violent explosion of metallic fury.

Its amazing that such a monster has been tamed enough tobe street legal, and its ragged low-mid rpm range tells you itssimply dying to be given full throttle. Unfortunately, except forwide-open desert stretches, where else can you find room togive it its head? I couldnt. Ridden through the local twisties asquickly as I dared, it seemed dismissive to be ridden so slowly. Itwanted to be whipped like a racehorse, when all of its Olympianabilities might be actually be challenged. Instead, it snorted andgrunted through my time at the reins, its Pirelli tires feelingsquirmy, its brutal suspension unable to handle bumpy pave-ment, its mirrors useless, never moving fast enough to escape

its engine heat. But boy is it ever sexy! Dave Searle

TESTERS LOG

Left: Fitted to hlins TTX36 rearshock and TiN-coated NIX 30 fork,Ducatis DES (Ducati ElectronicSuspension) is a significant leap for-ward for production superbikes.Accessed through the Panigale Sinstrument cluster, it offers 32 (031)adjustments for compression and the

same amount for rebound, front andrear. However, the Panigales race-track-bred springs are too stiff for sat-isfactory street performance.

Right: The Panigale S forgedMarchesini three-spoke wheels notonly look good, they also shave an

additional .8-lbs. of unsprung weight.Dual-compound Pirelli Diablo Super

Corsa SP radials, 120/70ZR17 up frontand a fat 200/55ZR17 out back, offer

superb grip and feedback. The low-slung exhaust looks cool, but the rearheader loops under the seat and gen-

erates uncomfortable heat on the legs.

Above: The Panigales all-newSuperquadro L-twin displaces 1198cc

via a radically oversquare 112.0 x60.8mm bore and stroke. It delivers171.8 peak rwhp at a screaming 10,500rpm, but its fuel-injection mapping istoo coarse for everyday street use.

Right: Brembos M50 Monobloccalipers clamp 330mm front semi-

floating discs and utilize DucatisABS system, which offers three levels

of intervention and can also be dis-abled entirely. Level 1 offers the

least intervention for track use andalso disengages the rear ABS.

Left: The Panigales handlebars are10mm taller and 32mm wider thanthe old 1198s, for more leverage,and its 4.5-gal fuel tank is 30mmshorter and 6.3 lbs. lighter than the1198s less capacious 4.1-gal tank.


8/8Visit us at WWW.MCNEWS.COM SEPTEMBER 2012 19

ENGINE

Type:.................. Liquid-cooled, L-twinValvetrain:.... DOHC, 4 valves per cyl.,desmodromic, shim adjusted valve

clearanceDisplacement: ........................1198ccBore/stroke:..............112.0 x 60.8mmComp. ratio: ............................12.5:1Fueling: Mitsubishi RbW EFI, elliptical

throttle bodiesExhaust:..........................2-into-1-into-2

DRIVETRAIN

Transmission:........................6-speedFinal drive: ................................Chain

RPM @ 65 mph*/rev limiter 3770/11,250*actual, not indicated

DIMENSIONS

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.

SUSPENSION

Front:.... hlins NIX30 43mm fork, TiN-coated sliders, elec. adj. comp. and reb.

damping, manual preload, 4.72" travelRear: ....hlins TTX6 monoshock, elec.

compression and reb. damping, man-ual preload and ride height, 5.12" travel

BRAKES

Front:........Dual 330mm semi-floatingdiscs, 4-piston Brembo monobloc

radial-mount calipers w/ABSRear: 245mm disc, two-piston caliper

w/ABS

TIRES & WHEELS

Front:..........120/70ZR17 Pirelli DiabloSupercorsa SP on 3.50" x 17" wheel

Rear: ..........200/55ZR17 Pirelli DiabloSupercorsa SP on 6.00" x 17" wheel

ELECTRICS

Battery:..............................12V, 6.5AhIgnition: ..............Inductive dischargeAlternator Output:......................380WHeadlight: ....................(LED) 27/28W

FUEL

Tank capacity: ........................4.5 gal.

Fuel grade: ..........................PremiumHigh/low/avg. mpg: ....38.5/29.7/34.2

MISCELLANEOUS

Instruments: Digtal speedometer, digi-tal graph tachometer, odometer, 2

tripmeters, current mpg, avg. mpg,avg. speed, trip timer, ambient temp.,coolant temp., gear indicator, driving

mode, DTC mode, EBC mode, ABSmode, race display w/lap timer

Indicators:hi-beam, t/s, neutral, checkengine, ABS warning, low fuel, low oilMSRP: ....................$22,995 as tested

Routine service interval:........7500 mi.Valve adj. interval:..............15,000 mi.Warranty: ..2 years, unlimited mileageColors:..............................................Red

PERFORMANCE

Measured top speed......177.6 mph01/4 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

STANDARD MAINTENANCE

Item Time Parts Labor

Oil & Filter......................0.6..............$79.96 + 39.98 $48.00Air Filter ..................0.75 ..........$58.99 ..........$60.00Valve Adjust..............4.0 ..........$75.92 ........$320.00Battery Access ..........0.2 ............MF ..............$16.00Final Drive ................0.5 ................................$40.00R/R Rear Whl. ..........0.6 ................................$48.00Change Plugs............1.5 ..........$83.98 ........$120.00

Synch EFI..................1.0 ................................$80.00Totals 9.15 $338.83 $732.00

Low end

Mid-range

Top end

The Panigales high-strung90 L-twin delivers a brutalhit above 9000 rpm, butlacks low-end grunt fordaily street use. Part of theproblem lies with its unre-fined fuel injection, which

delivers abrupt throttleresponse. Can you sayPower Commander?

TEST NOTES

PICKS Superquadro L-twin delivers serious top-end punch for racing Comprehensive electronics offer tremendous adjustment Knife-edge handling and awesome ABS braking system

PANS Heat, heat and more heat from the engine and exhaust Suspension is sprung too stiffly, hampering adjustability Ergonomics are uncompromising for street riding

ERGONOMICS TEMPLATE

SAECORRECTEDREAR-WHEELTORQUE,LB.FT.

SAECORRECTEDREAR-WHEELHORSEPOWER

RPM, THOUSANDS

170.44 hp171.80 hp

110.26 hp

Tested by CycleDoctor.com,Costa Mesa CA

DYNAMOMETER DATA

MC RATING SYSTEM

EXCELLENTVERY GOODGOODFAIR

POOR

Open-Class Supersport

Engine

Transmission

Suspension

Brakes

Handling

Ergonomics

Riding Impression

Instruments/Controls

Attention to Detail

Value

OVERALL RATING

2012 Ducati 1199 Panigale SSPECIFICATIONS AND PERFORMANCE DATA

* MCN has changed the estimated labor rate to $80 starting March 2007

Horizontal (nose to)A: Passenger seat(middle). B: Riderseat (middle). C:Handgrip (center).D: Passenger foot-peg (center). E: Riderfootpeg (center).

Vertical (ground to)F: Handlebar (cen-ter). G: Rider foot-peg (top). H: Riderseat (lowest point).I : Passenger peg(top). J: Passengerseat (middle).

A

B

C

D

E

F G H I J

N/A

33.25" 3

2.1"

15.3

"

N/A

25.75"

52.25"

53.25"

N/A

N/A

86.04 lb.-ft.

85.58 lb.-ft.69.60 lb.-ft.

2012SeptBMW Duc

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