VOL. 53 ISSUE 41 OCTOBER 18, 2016 P105
complicated than it really is.
The Panigale R still runs the
standard ignition key, although
it's located at the left front of
the cockpit behind the fairing.
Running the key is something
required by the stock ECU; how-
ever, when the team changes to
the Magneti Marelli system next
season in Superbike as part of
new class rules, this will not be
required.
Corey's bike is noticeably
taller than any of the Japanese
competition although the ride
position doesn't throw a massive
amount of weight on your wrists.
It's skinny and svelte, with bars
set slightly inward and thin red
and white race grips that trans-
mit every rattle and tingle to the
rider's hands.
Despite the Akrapovic titanium
race exhaust that sits in front and
below the engine, Alexander's
machine is not overly loud on
start up. It's certainly nothing
like a WorldSBK-spec Ducati,
which sounds more like a bomb-
ing raid than a motorcycle—it's
a fair more sedate experience,
although it does have a certain
meanness to the exhaust note.
It's a stock-standard engine
bolted to the monocoque chas-
sis, not even kit camshafts are
used by #RideHVMC, so this
bike could (nearly) still pass the
DMV's noise meter if asked.
The idle noise is about where
the civility of Corey Alexander's
Ducati Panigale R ends. A pro-
duction bike it may be, but the
#RideHVMC racer is still bru-
tally fast thanks to a motor that
pumps out 93 lb-ft of torque at
8500 rpm and 188 horsepower
at 12,000 rpm on the team's
dyno. Surprisingly for a V-twin,
there's not much go in the lower
revs. It is essential to have the
Panigale R's two pistons blasting
up and down the 112 x 60.8mm
bore above 7000 rpm to get
meaningful drive off the NJMP
corners, especially the fourth-
gear right-hand sweeper enter-
