Menus

• All against all!
• Pipe against stub
• theory
• Long fork legs lack steering precision
• The athletes drive themselves easier, so "handier"?
• practice
• Ducati versus Ducati, KTM versus KTM
• And who follows the RC8 R – but above all: when?
• Superbikes are the faster motorcycles
• PS judgment / evaluation
• KTM 1190 RC8 R.
• Ducati 1199 Panigale S.
• Ducati Multistrada 1200 S.
• KTM 1190 Adventure
• PS measured values ​​/ driving performance

Artist

26th photos

1/26
Ducati Multistrada 1200 S, Ducati 1199 Panigale S, KTM 1190 Adventure and KTM 1190 RC8 R in the enduro / supersport concept comparison.

2/26
Conventional spring elements are not a disadvantage. The RC8 R drives very predictably and as if on rails.

3/26
Steel tubular space frame at KTM.

4/26
The KTM also comes with an “under-engine” exhaust, but is worlds quieter.

5/26
KTM 1190 RC8 R..

6/26
KTM 1190 RC8 R..

7/26
Full equipment on the Ducati Panigale S – here: forged wheels.

8/26
The electrically adjustable Ohlins bones provide dynamism.

9/26
What doesn’t work at all is the driving noise of the 1199 – the exhaust is definitely and intolerably too loud!

10/26
Ducati 1199 Panigale S..

11/26
Ducati 1199 Panigale S..

12/26
Ducati 1199 Panigale S and KTM 1190 RC8 R: Not all the same – twins that couldn’t be more different. Panigale and RC8 R are worlds apart in terms of construction.

13/26
KTM 1190 Adventure.

14/26
KTM 1190 Adventure.

15/26
The Adventure: good multi-function switch, but fiddly turn signal button.

16/26
Delicately scratching footrests.

17/26
Electrically adjustable chassis.

18/26
On the Multistrada, the gearshift lever (above) hit so hard that it bent.

19/26
Less good: the shift lever that touches down every now and then.

20/26
Beautiful, not too loud sound impresses.

21/26
The Multi: Clear cockpit with all kinds of functions.

22/26
Ducati Multistrada 1200 S..

23/26
Ducati Multistrada 1200 S..

24/26
KTM 1190 Adventure and Ducati Multistrada 1200 S – Touring fagot? No! Both Adventure and Multistrada are wolves in sheep’s clothing.

25/26
Ducati Multistrada 1200 S, Ducati 1199 Panigale S, KTM 1190 Adventure and KTM 1190 RC8 R in the enduro / supersport concept comparison.

26/26
Ducati Multistrada 1200 S, Ducati 1199 Panigale S, KTM 1190 Adventure and KTM 1190 RC8 R in the enduro / supersport concept comparison.

Ducati Panigale and Multistrada against KTM RC8 and 1190 Adventure

All against all!

Content of

Ducati 1199 Panigale S against KTM 1190 RC8 R and Multistrada 1200 S against 1190 Adventure. But also: Enduros versus super athletes. Who has their pants on on the country road? We test: all against all.

Pipe against stub

E.As in the eternal epic conflicts, s is good versus bad, black versus white, top versus bottom. In motorcyclist circles, a decades-old discussion revolves around the question of what is more fun on the country road: the tubular handlebar in combination with a back-friendly, upright seating position or the low clip-on handlebars and a sporty stooped position.

Buy complete article

Ducati Panigale and Multistrada against KTM RC8 and 1190 Adventure
All against all!

Super athlete or Swiss Army knife?

Linked to this is the question of whether super athletes are faster on the country road than these increasingly popular and, above all, increasingly powerful Swiss army knives in the “multi-functional large and travel enduro” category. How often have riders of this type of motorcycle argued with athlete riders about who can cope with one route or the other faster and pull the skin over the other’s ears in the process.

PS brings light into the darkness of the discussion and grabs motorcycles that are as similar as possible for cross-segment comparison. On the Ducati side there are the 1199 Panigale S and the Multistrada 1200 S with electronic “Skyhook” chassis, while the 1190 RC8 R and 1190 Adventure (like the Multistrada with electric chassis) from KTM compete.

The two long forks are cooked according to a very similar recipe. An adapted (KTM) or retired athlete’s heart (Ducati) fires the bikes, comfortable chassis and wide handlebars on the triple clamps ensure a high level of driving comfort over long distances.

And all four lay claim to not only being something special, but also being fast. Let’s go!

theory

Ducati 1199 Panigale S and KTM 1190 RC8 R: Not all the same – twins that couldn’t be more different. Panigale and RC8 R are worlds apart in terms of construction.

In order to give the whole subjective road distillery an objective basis, we first took the four brawlers out on an airfield in a pylon course (route sketch on page 20) – walking under controlled conditions, so to speak. The curve sequence of this course is based on a winding country road on the one hand, and on the other hand it includes a Wedelgasse with constant pylon spacings, where the best time is driven. Low ground temperatures thwarted absolute best times with the Panigale and RC8 R because the tires did not warm up optimally, but the results in terms of cornering speeds, lean angles and overall lap times are clear: The athletes burn the multitool bikes and press them for more than two seconds . Why?

First: The long fork legs lack feedback, especially on the front wheels. The driver feels too little of the road, the cornering speed depends on the driver’s confidence in the front tires. The fork of the KTM Adventure is particularly bad in this regard. It feels as if it has no compression damping and the 1190 drives around like a bouncy ball with a lot of natural movement on the fork springs

Long fork legs lack steering precision

Second: The long fork legs lack steering precision. The Ducati Multistrada in particular suffers from this symptom. In the course, i.e. on the fairly level airfield, it’s just about going. But even under these almost optimal conditions, the Multistrada has to be kept on course with minor adjustments to the handlebars. That not only costs concentration, but also time in the slalom section – and this peculiarity of the Italian large enduro is intensified on bad asphalt.

Third: The larger vehicle masses of the KTM Adventure and Ducati Multistrada, after all, the two are each over 30 kilos heavier than the Superbikes, do not exactly promote handiness.

Fourth: The driver’s seating position, which is too passive and too close to the wide handlebars, especially on the Multistrada, costs time. In addition, the Italian sits down late, but then violently and the driver cannot pull his feet back and up because of the pillion pegs.

The athletes drive themselves easier, so "handier"?

KTM 1190 RC8 R..

And the super athletes? Do they make good their time in the places where they can play their extra power? A clear no to this question! A look at the table of the section times makes it clear that Panigale and RC8 R gain a lead of two seconds in the slalom section. Tighter tuning and more stable chassis ensure precise steering behavior, crisp feedback and the greater freedom from lean angles signal the pilot psychologically free travel. At the beginning of the “180 degrees” section, the athletes win over half a second of the lead. Here the feedback is decisive for the driver’s confidence. The higher the confidence in grip and lean angle, the higher the entry speed into the long links and the lower the section time. Whether or not a motorcycle has ABS when braking was at least irrelevant in this test. The author braked the entrance into the curve on the KTM RC8 R with an average of 7.8 m / s², on the ABS-secured Panigale S only with 7.5 m / s². On the Multistrada it was 7.2 m / s², the KTM Adventure it only decelerated with 6.3 m / s². The fact that the Panigale is the fastest in this section is due to the great front wheel feel it offers. You feel good and you let them run boldly into the curve.

Do the two athletes drive each other lighter, that is, more “handily” than their long-legged competitors? No! The superbikes drive faster on the course and therefore demand more effort from the driver on the narrow stub handlebars. In return, the performance fits afterwards in the form of the superior lap times. But every theory is gray. How does it look in real life on an extended tour on the country road?

practice

KTM 1190 Adventure and Ducati Multistrada 1200 S – Touring fagot? No! Both Adventure and Multistrada are wolves in sheep’s clothing.

Before heading out into the beautiful, winding Black Forest, take a quick look at the candidates. Only the KTM RC8 R does without any kind of electronic assistance. The Panigale S, Multistrada S and KTM 1190 Adventure draw on unlimited resources in this area. Electronically adjustable chassis, ABS, traction control, various mappings for the injection systems – everything your heart desires and makes life easier and safer can be found on these three. The operation of the electronics is sometimes simple (KTM and Panigale), sometimes it takes a bit of getting used to (Multistrada). While all three ABS systems are beyond doubt, opinions differ on the alignment of the traction controls: The Adventure has a disengageable, but very restrictive TC, while the Ducatis have a slip control that can be adjusted in eight stages. On the Langgabler side there is another relevant difference. KTM has given the Adventure a 19-inch front wheel in order to somehow convey the “enduro” idea, while Ducati relies on the tried and tested 17-inch models at the lower end of the Multistrada.

The group starts hammering towards the test area. It is immediately clear that Adventure and Multistrada clearly have the potential to wipe out the athletes. They don’t allow themselves to be left behind in a traffic light duel, they wheel just as nicely (with correctly set or switched off TCs) and jostle their way through inner-city sheet metal avalanches like the RC8 R and Panigale.

Ducati versus Ducati, KTM versus KTM

When driving outside the city limits, the four form a compact group, burning like a rapid reaction force across the country. But after almost 100 kilometers, the real differences in character between tubular handlebar drivers and clip-on handlebar pilots begin to show. The trained eye will notice a certain restlessness in the Stummel heroes. It’s not real nervousness, no, it’s more of that greedy “when-will-it-then-finally-go-nervousness”, as you know it from the pre-start area of ​​a racing event. In other words: while the long forks roam the country very relaxed and super fast, the athletes begin to scratch their hooves. They literally long for the place where the action is, the test track, where they can show what they can do. Finally in the target area, nothing can stop Panigale and RC8 R. During the “inspection round” of the test route (a little-frequented branch route over a hill in the northern Black Forest), they erase the first black lines on the asphalt. They transfer their urge to burn to their pilots, keeping their feet still is now impossible.

After the first steam has been let off, the athletes first go into their direct duel, then the long forks. Then the brand-internal test drives follow, i.e. Ducati against Ducati and KTM against KTM.

And who follows the RC8 R – but above all: when?

Ducati 1199 Panigale S..

The Panigale S was actually not counted among the favorites on the bumpy track. But with softened damping settings, the Duc cuts one nail after the other. What has been suggested in the course is underpinned again in the Black Forest. With their captivatingly direct feeling for the front wheel, you can stay in corners as if there was no tomorrow. The somewhat poorer feedback from behind is not too important, in an emergency the TC helps. What cannot be compensated for is the lack of acceleration of the twin between 4500 and 6000 rpm. More pressure around the bottom would significantly increase their drivability. The Panigale’s driving noise is absolutely out of the question. It is outrageous and annoyingly loud!

Anyone who thinks that the howler monkey of the quartet is leaving everyone behind is wrong. The RC8 R sticks directly to the stern of the screamer. And even playfully, because the KTM drives incredibly smoothly and without any pitfalls. It steers as it should, it brakes as it should, its engine always and everywhere pulls the trigger. What the KTM lacks in front wheel feel compared to the Panigale, it compensates for with its crystal-clear feedback from the rear wheel. Here you can safely shoot TC-free, as grip is available at the highest level.

And who will follow the RC8 R – but above all: when? Is there a big gap or even a yawning void? If you look in the rear-view mirror you are startled because the 1190 Adventure follows at a close distance. Nobody expected that. Because it’s supposed to be an enduro! Something like that cannot and must not stay on the heels of athletes! Far from it, the Stelzen-KTM can be chased through the area at such a speed that it is a real pleasure. The biggest drawback and ultimately the reason why the Adventure does not advance faster than the athletes in narrow terrain is its too soft fork setup. When braking and turning in, the 190 millimeter suspension travel simply collapses, leaving the driver completely in the dark about what is happening on the front wheel. Anyone who trusts the grip of the tire is super fast, who does not have to let it tear off. But one thing is certain: This “blind flight” without sufficient feedback can go well, but it doesn’t have to be!

Superbikes are the faster motorcycles

At this pace, the Multistrada has to take a step backwards. Although it offers a better front wheel feel than the Adventure, its violent moment of standing up on bumps from the front wheel chops up the line. In addition, the fork hardens on short waves in such a way that the front wheel likes to stamp away. This is very uncomfortable and happened quite often during the test drive. Furthermore, the too passive sitting position bothers, but the ABS and TC of the Multi are convincing.

At the end of the test procedure the truth is obvious: the superbikes are the faster motorcycles – at least on short journeys and with a lot of work on the part of the driver. But if you want to be fast for a whole day, you have to divide your strength. Which in turn makes the long forks faster. So who is faster, the sprinter or the marathon runner? Isn’t that always a question of perspective?

PS judgment / evaluation

Ducati Multistrada 1200 S, Ducati 1199 Panigale S, KTM 1190 Adventure and KTM 1190 RC8 R in the enduro / supersport concept comparison.

The two multi-tool bikes with tubular handlebars have a very special quality. You can drive very fast with them for a very long time – much longer than on a racer with stubs on! So you have to decide: do you want to win the stage or the entire race? Another epic question…

1. Ducati 1199 Panigale S.
Clear points win for the Italian. The modern superbike is blazingly fast, but very uncomfortable in the long run.

2. KTM 1190 Adventure
The “Enduro” is a lightning-fast, flying sofa and currently the most complete all-rounder country motorcycle. The windshield of the windshield is big crap.

3. KTM RC8 R
Despite their undisputed qualities, without ABS and TC too many points are lost. Therefore only third place for the queen of hearts.

4. Ducati Multistrada 1200 S.
Too many quirks cost many meters. The engine, ABS and TC work very well, but the driving behavior is too idiosyncratic.

	Max. Points	Ducati Panigale	KTM RC8 R	Ducati Multistrada	KTM Adventure	drive
acceleration	10	9	8th	7th	6th
Draft	10	6th	7th	6th	7th
Power delivery	10	6th	9	9	9
Responsiveness	10	8th	9	8th	9
Load change reaction	10	8th	8th	8th	8th
Running culture	10	7th	8th	7th	8th
Gear actuation	10	7th	8th	6th	9
Gear ratio	10	8th	9	8th	8th
Clutch function	10	8th	8th	7th	10
Traction control	10	9	–	9	7th
Subtotal	100	76	74	75	81
landing gear
Driving stability	10	8th	8th	7th	7th
Handiness	10	8th	8th	7th	7th
Cornering stability	10	9	9	7th	7th
feedback	10	9	9	7th	5
Suspension tuning in front	10	9	9	6th	6th
Chassis set-up at the rear	10	8th	8th	7th	7th
Braking effect	10	10	9	8th	8th
Brake metering	10	10	9	7th	8th
Righting moment when braking	10	9	9	6th	9
ABS function	10	10	–	9	10
Subtotal	100	90	78	71	74
Everyday life and driving fun
Sitting position	10	7th	9	7th	9
Windbreak	10	7th	8th	8th	5
Furnishing	10	9	6th	8th	8th
consumption	10	5	6th	5	5
Driving fun	10	8th	9	6th	9
Subtotal	50	36	38	34	36
Total	250	202	190	180	191
placement		1.	3.	4th.	2.

KTM 1190 RC8 R.

KTM 1190 RC8 R..

drive
Two-cylinder 75-degree V-engine, four valves / cylinder, 125 kW (170 PS) at 10 250 / min *, 123 Nm at 8000 / min *, 1195 cm³, bore / stroke: 105.0 / 69.0 mm, compression ratio: 13.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear
Steel tubular space frame, steering head angle: 66.7 degrees, caster: 96 mm, wheelbase: 1425 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/120 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Continental Sport Attack 2, 320 mm double disc brakes with four-piston fixed calipers at the front, 220 mm -Individual disc with two-piston fixed caliper at the rear

measurements and weight
Length / width / height: 2050/830/1110 mm, seat / handlebar height: 810/880 mm, handlebar width: 665 mm, 204 kg with a full tank, v./h .: 52.8 / 47.2%

Rear wheel power in last gear
110 kW (160 PS) at 257 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 6.7 liters / 100 km, tank capacity 16.5 liters, range: 246 km

Base price
16 290 euros (plus additional costs)

Ducati 1199 Panigale S.

Ducati 1199 Panigale S..

drive
Two-cylinder 90 degree V engine, four valves / cylinder, 143 kW (195 PS) at 10 750 rpm *, 132 Nm at 9 000 rpm *, 1198 cm³, bore / stroke: 112.0 / 60, 8 mm, compression ratio: 12.5: 1, ignition / injection system, 67.5 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear
Load-bearing motor with light metal subframe, steering head angle: 65.5 degrees, caster: 100 mm, wheelbase: 1437 mm, upside-down fork, Ø fork inner tube: 43 mm, electrically adjustable in rebound and compression. Central spring strut with deflection, electrically adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm

Wheels and brakes
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, first tires: Pirelli Diablo Supercorsa SP, 330 mm double disc brakes with four-piston fixed calipers at the front, 245 mm – Single disc with two-piston fixed caliper at the rear, C-ABS

measurements and weight
Length / width / height: 2060/810/1110 mm, seat / handlebar height: 820/850 mm, handlebar width: 670 mm, 195 kg fully fueled, v./h .: 52.5 / 47.5%

Rear wheel power in last gear
131 kW (178 PS) at 279 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 17.0 liters, range: 233 km

Base price
24 690 euros (plus additional costs)

Ducati Multistrada 1200 S.

Ducati Multistrada 1200 S..

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 109 kW (148 PS) at 9250 / min *, 125 Nm at 7500 / min *, 1198 cm³, bore / stroke: 106.0 / 67.9 mm , Compression ratio: 11.5: 1, ignition / injection system, 64 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 110 mm, wheelbase: 1530 mm, upside-down fork, Ø fork inner tube: 48 mm, electrically adjustable in rebound and compression. Central spring strut with deflection, electrically adjustable in spring base, rebound and compression. Suspension travel front / rear: 170/170 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, first tires: Pirelli Scorpion Trail, 320 mm double disc brakes with four-piston fixed calipers at the front, 245 mm Single disc with two-piston fixed caliper at the rear, ABS

measurements and weight
Length / width / height: 2200/910/1400 mm, seat / handlebar height: 840/1120 mm, handlebar width: 830 mm, 237 kg fully fueled, v./h .: 51.0 / 49.0%

Rear wheel power in last gear
99 kW (135 PS) at 240 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 20.0 liters, range: 274 km

Base price
18 790 euros (plus additional costs)

KTM 1190 Adventure

KTM 1190 Adventure.

drive
Two-cylinder 75-degree V-engine, four valves / cylinder, 110 kW (150 PS) at 9500 / min *, 125 Nm at 7500 / min *, 1195 cm³, bore / stroke: 105.0 / 69.0 mm , Compression ratio: 12.5: 1, ignition / injection system, 52 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain, traction control

landing gear
Steel tubular space frame, steering head angle: 64.0 degrees, caster: 120 mm, wheelbase: 1560 mm, upside-down fork, Ø fork inner tube: 48 mm, electrically adjustable in spring base, rebound and compression stage. Central spring strut with deflection, electrically adjustable in spring base, rebound and compression. Suspension travel front / rear: 190/190 mm

Wheels and brakes
Steel-spoke wheels, 3.50 x 19 / 5.00 x 17, front tires: 120/70 ZR 19 / rear: 170/60 ZR 17, initial tires: Continental TrailAttack 2 “K”, 320 mm double disc brakes with four-piston fixed calipers at the front, 267 mm -Single disc with two-piston floating caliper at the rear, C-ABS

measurements and weight
Length / width / height: 2255/840/1485 mm, seat / handlebar height: 860 or 875/1145 mm, handlebar width: 760 mm, 238 kg fully fueled, v./h .: 49.0 / 51.0%

Rear wheel power in last gear
99 kW (135 PS) at 230 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 23.0 liters, range: 315 km

Base price
13,995 euros (plus utilities + 800 euros electronics package + 192 euros heated grips)

PS measured values ​​/ driving performance

archive

The performance chart.

The super athletes dominate with their top performance. But that doesn’t help them on the country road. Because the touring bikes can never be shaken off. With its grueling but very steady thrust, the RC8 R-Twin is the best country road drive. Multistrada and Adventure are hardly inferior to the RC8 R, always pushing smoothly, but never quite as powerfully. The Panigale is exhausting to drive. Your short-stroke must have engaged the right gear so that the torque drop between 4500 and 6000 tours is not too noticeable.

	Acceleration**			Draft**	Top speed *		0-100 km / h	0-150 km / h	0-200 km / h	50-100 km / h	100-150 km / h
Ducati 1199 Panig.	3.2 s	5.0 s	7.6 s	4.9 s	4.9 s
KTM 1190 RC8 R.	3.2 s	5.2 s	8.2 s	4.7 s	4.5 s
Ducati Multistrada	3.3 s	5.7 s	9.6 s	4.6 s	4.9 s
KTM 1190 Adv.	3.7 s	6.3 s	10.9 s	4.6 s	4.5 s

* Manufacturer information, ** PS measurement

Related articles

• Ducati 1199 Panigale, EBR 1190 RX and KTM 1190 RC8 R.

  Jahn 32 photos Jahn 1/32 Cloud-free sky, glorious sunshine, the rumble of thunder: three mighty V2 superbikes race down the slopes of Oschersleben and…

• Ducati 999 S and Ducati 1199 Panigale S in comparison test

  fact 14th photos fact 1/14 The rattling through the city with the Ducati 999 S is deep in the memory. But honestly, the current Ducati Panigale with the…

• Ducati 1199 Panigale S versus KTM RC8 R in comparison test

  23 photos 1/23 The two super sports two-cylinder, KTM RC8 R and Ducati 1199 Panigale S, in a comparison test. They are the last…

• BMW R 1200 GS Adventure and KTM 1190 Adventure R in the test

  Jahn 39 photos Jahn 1/39 All major motorcycle manufacturers – with the exception of Kawasaki – now serve the “Enduro” or “Adventure” segment. It’s not…

• Ducati 959 Panigale, MV Agusta F3 800 and Suzuki GSX-R 750 in the test

  Arturo Rivas 40 photos Arturo Rivas 1/40 The super sports cars Ducati 959 Panigale, MV Agusta F3 800 and Suzuki GSX-R 750. Arturo Rivas 2/40 MV Agusta F3…

• Ducati 899 Panigale and Ducati 1199 Panigale in the test

  www. 23 photos 1/23 4200 euros, 47 hp, three kilograms – in order of importance, these are the most striking differences between…

• Comparison test BMW R 1200 GS Adventure, Ducati Multistrada 1200 Enduro, KTM 1190 Adventure R.

  Tanja O’Kelly 37 photos mio-fotografie.de 1/37 A different kind of comparison test with the large enduro bikes BMW R 1200 GS Adventure, Ducati…

• Brutale 1090, 1190 Adventure, YZF-R1, Ducati Diavel in the test

  Monnich 33 photos Monnich 1/33 In our concept comparison, we test the MV Agusta Brutale 1090, the KTM 1190 Adventure, the Yamaha YZF-R1 and the Ducati…

• Ducati 959 Panigale and MV Agusta F3 800 RC in comparison test

  28 photos 1/28 The two beautiful Italian racers Ducati 959 Panigale and MV Agusta F3 800 RC in a comparison test. …

• Ducati 1199 Panigale S in the top test

  15th photos 1/15 Grim look: LED headlights are being used for the first time in a motorcycle. 2/15 Ducati 1199…