Ducati Panigale 1199

Introduced last year as a continuation of Ducati's big-engined superbike lineup whose lineage (888, 916, 999, 1098, 1198) has left a numerical paper trail of how engine displacement has steadily grown over the years, the Panigale R succeeds the S version as the top-dog beast that's homologated from its consumer application to the global arena of World Superbike Racing. Though the spec sheet of this $29,995 plaything makes it look like a $7,000-ripoff compared to the $22,995 S model, which claims the same 195 horsepower output and a nearly identical curb weight, the R's internal upgrades are the stuff that separates the mere crotch rockets from the bona fide race bikes.

The L-twin engine displaces exactly 1,198.16 cubic centimeters - yep, the 1199 nomenclature is strictly there for marketing purposes - but the mill's insides are all business. New titanium connecting rods and a lighter-weight flywheel save nearly three pounds while enabling faster crankshaft speeds and boosting the rev ceiling by 500 rpm to 12,000 rpm. A diamond-like coating on the rocker arms helps the engine cope with higher revs, while updated engine programming boosts mid-range torque in Race and Sport modes.

The revised ECU settings, as well as new heat shields for the exhaust system, can be retrofitted to all 2012 models for no extra cost, as can revised final drive gearing that adds two more rear sprocket teeth (for a total of 41), which effectively shortens the gear ratios. The higher redline combined with the shorter gearing leaves the bike's top speed unchanged, while yielding 10-percent more torque during full throttle blasts in third gear at 87 miles per hour, and an arm-stretching 18-percent boost if you're foolhardy enough to gun it in top gear from 124 mph.

The R model also incorporates a few external tweaks including a taller windscreen for high-speed comfort, an aero piece added to the fairing, an exposed aluminum finish on the tank, and a grippier seat fabric, as well as the obligatory carbon treatment on the front fender and the swingarm cover, among other places. And speaking of swingarms, the 1199 R's is equipped with an adjustable pivot with two positive and four negative positions, offering a low-tech way of adjusting the bike's wheelbase so agility or stability can be fine-tuned according to rider preferences or track setup. As though to emphasize its track-oriented persona, the R version ships with a separate, full Termignoni race exhaust in its own crate, in case you wish to use the louder, law enforcement-unfriendly pipes at your local circuit.

Straddling the Panigale R in pit lane at Circuit of the Americas conveys the bike's immense capabilities, even at a standstill. Its tall, 32.4-inch saddle and surprisingly narrow body make it feel poised for attack and ready to pounce, and its claims of being the lightest superbike in Ducati history feels entirely believable when it's lifted off its sidestand. The TFT display communicates aggressive settings with jet fighter-like efficiency: Traction control is set to 2 (1 being the least aggressive of the 8-setting spectrum, with 0 indicating it's off), ABS thresholds are minimally invasive and everything from engine braking to suspension compression and rebound settings are configured to maximize speed around the 3.4-mile rollercoaster that is COTA.

Kick up the sidestand, click the surprisingly light shifter down into first gear and release the medium-effort clutch while teasing the throttle, and the throbbing Termignoni pipes belch a basso profundo exhaust note as this red beast streaks past the pits and into track entry lane. Unofficial pit speed limits notwithstanding, the Panigale's shorter gearing and more eager midrange make it feel ravenous for tarmac, and the easily lifted front end confirms the incredible force of 195 horsepower and 98 pound-feet of torque being routed to the gummy Pirelli rubber at the rear.

Those economics make the Ducati 1199 Panigale R seem like a no brainer for the speed-addled set, a rare opportunity to own a race-worthy machine for the price of a well-equipped Honda Accord. And as for the difference – roughly a standard superbike's worth – between the Panigale R and perfectly capable run-of-the-mill literbikes like the Honda CBR1000RR, Suzuki GSX-R1000, Kawasaki Ninja ZX-10R or Yamaha R1, the question depends on how dearly you value the precious metals used for the engine internals, the added chassis adjustability and, of course, the cachet of that slick aluminum tank and the R name.

If Ducati's 1199 Panigale R is not enough to tickle your fear factor and make you feel like there's a World Superbike racing license tucked away in your leathers, there's no shortage of cheaper, less life-threatening ways to get from A to B – and besides, you weren't using those adrenal glands anyway, were you?