Originally Posted by MotorcycleUSA
2008 Ducati 848 - First Ride
12/17/2007
By Ken Hutchison
A middleweight Ducati Superbike is not exactly a new concept, so why is there so much buzz about the release of the 2008 Ducati 848 Superbike? At first glance the 848 appears to be a de-tuned and rebadged 1098. In fact, the new bike shares the majority of its basic architecture with the 1098, but at its heart is a purpose built L-Twin Evoluzione powerplant that purportedly puts out an impressive 134 hp and 70 lb-ft of torque. To put that into perspective, it’s 11 hp more than the Testastretta-powered 998.
Surely you’re eager to find out just how good the 848 is, so climb on because we’re headed to Spain for the World Press Intro of the 2008 Ducati 848 Superbike. The 2.6-mile Almeria Circuit in southern Spain was the destination for a day of scraping pegs and destroying toe-sliders while getting a feel for what this machine is all about.
First of all, it feels exactly like a 1098. It’s aggressive, hard-edged, and two dozen of them warming up in the garage simply sounds bad-ass - even though the rattling dry-clutch is noticeably absent from the 848 experience. The reach to the clip-on bars is low and the harsh angles of the tank give clues to the middleweight 848’s racing heritage. The information system is the familiar flatscreen Digitek LCD that provides all the necessary data to keep a rider in tune with the bike’s state of being. With a tug on the light clutch lever and dap on the shifter, the 848 is primed for a lap of the fabled Almeria test track.
Our lap begins at the end of a very long straightaway, which has the 848 pegged in fourth gear. The brake markers are a blur at the end of a steep downhill stretch, which dumps into the entrance of the ultra-fast right-hand Turn 1. Diving in hard on the brakes puts them through the wringer lap after lap and is an excellent test of this new set-up. Unlike the Monobloc-equipped 1098, a pair of less expensive two-piece radial-mount four-piston Brembo calipers and 320mm rotors adorn the 848, and they do an outstanding job of hauling the new Ducati down from speed. Braided lines and a Brembo master cylinder provide consistent, powerful stopping power lap after lap. Though this system is an excellent overall package it doesn’t have that sharp initial bite of the 1098 brakes, which actually makes the process less intense.
After the apex of Turn 1 the track begins to climb up and over a blind rise with the intimidating Turn 2 lurking on the other side. Carrying speed over the crest takes a steady throttle hand, but the 848’s chassis remains composed despite the dramatic change in attitude as the bike settles in on the backside. The smooth, linear power delivery takes the fear out of getting on the gas earlier lap after lap. Despite not being equipped with a steering damper, the 848 never wavers under conditions most likely to unsettle it while riding aggressively. Everything gets light over the T2 hill as the bike accelerates at the end of second gear, un-weighting the front just before it returns to the ground as the G-forces suck the suspension down. Ducati World Superbike racer Ruben Xaus came up with the settings prior to our arrival, so it came as no surprise the bikes felt great right out of the gate. After surviving the downhill bend there’s a short straight that leads to the long, fast and flat Turn 3 - one of the few corners that will make you look and feel like a hero, even if you’re not.
With the front tire loaded through T3 for what feels like an eternity, it’s nice to know that the Pirelli Diablo Supercorsa rubber is up to task. This is one of those spots where the rider is compelled to get on the gas early after burning a knee puck for such a long time. At the end you pick the bike up and snap it to the right side and here, during the transition from left to right leading into Turn 4, you really feel all the surfaces of the tank, frame and bodywork against the inside of your legs and arms. That raw-edgy assault on all your senses is just one of the allures of the Ducati superbikes and the 848 is simply another example of that experience.
Suspension action offered by the fully adjustable Showa units is very slick. Despite abrupt changes in motion facilitated by the technical track layout and on/off throttle input working against the fork and shock, the 848 remains composed and is very easy to ride fast. Combining high-speed stability with low-speed agility is a something that Ducati has managed to do well with this latest generation of superbikes and nowhere is this more evident than through these three turns. The Turn 5-6 combination looks like two distinct turns on the track map but the most rewarding way to tackle them is as a combination by keeping the bike on its side in one long, sweeping arc while the track straightens out and then turns back in at the start of T6. The T5 entrance taxes the brakes and the 848’s ability to cope with trail braking while cranked over. Accelerating and braking at these angles showcases the bikes stability and ability to hold a line while totally under duress. Generally, trail-braking this much at these angles is not exactly my cup of Bellini but when in Spain…
Between Turn 7 and 8 is a little straightaway that is taken at the upper end of the revs in second gear. Here, the 848 wheelies easily, quickly even. Snap release the clutch and you too can evoke the essence of Xaus, who would occasionally pass by in a blur on one wheel while gnawing a biscotti, which encourages me to try to ride harder, faster. There’s plenty of torque on tap, making the riding experience enjoyable even though it doesn’t make that power quickly until the revs climb above seven-grand. After that it comes into its own and starts to feel like a proper little superbike.
With Turn 8 rapidly approaching it again requires seriously-heavy braking followed by a downshift or two with the motor spinning over ten grand. This is prime territory for a slipper clutch and the absence of it was as notable here as it was in the garage. By abandoning the trademark rattle of the dry clutch for a lighter and more durable wet unit, Ducati tips its hand. By admitting that this style clutch is more appropriate for a street bike, with durability and a slight weight savings cited as the reason for going this route, this is the one piece of the cost-cutting puzzle that will polarize opinions regarding the 848 among Ducati traditionalists. If you’re willing to pay a bit extra for it, there will be a Ducati Performance accessory slipper clutch kit available soon. Whether or not it will be a wet or dry version has not been divulged at this time.
The majority of the technical elements of Almeria have been dispatched, only the faster pieces remain. Nothing really enlightening occurs while connecting T8 and T9 but the revs do drop pretty low at the apex of T9, so the fast uphill double left that follows presents an opportunity to feel how well the 848 accelerates through second and third gears. Since the track sweeps left, the bike is leaned over pretty far while rowing through the six-speed tranny as the speedometer becomes a blur of numbers that reaches about 140 mph before it all comes to a grinding halt a few moments later at the chicane. Toss it through here, crack open the massive elliptical throttle bodies and enjoy the Twin’s growl before tipping into a pair of sweeping right-handers. These bends lead to the first of two long straights. The 848 is usually at the top end of second gear at the exit, which is where the Evoluzione mill is in its element. It tractors onto the straight and builds a good head of steam after clicking through three more gears using the shift lights to ensure every one is precisely timed to keep it in the meat of the power.
While watching the digital speedo on the Desmosedici-inspired dash build past 150 mph, the most pressing question that comes to mind is whether or not the 848 has the motor to hang with the four-cylinder supersports. Certainly the Evoluzione mill will keep it in the ballpark. It doesn’t have the top-end rush of the In-Lines but it does have enough power to make it a thrill ride. However, if you’re looking for arm-stretching torque, this isn’t where it’s at. The 849.4cc motor doesn’t accelerate as rapidly as the 1098, but no one thought it would. Keep it in that top three thousand rpm and the bike feels really fast but it has a narrow powerband in racing terms. When considered from the point of view that this is first and foremost a street bike with its broad spread of L-Twin power and suddenly the 848 starts to make a lot of sense.
One of the most popular middleweight motorcycles that Ducati never made was known by bench racing wunderkinds as the 853. Based on the 748, the 853 was brought to life by stuffing bigger slugs into the Three-Quarter Liter mill and suddenly the lifeless bottom end had some balls. The top end didn’t fall on its face and the absence of torque was no longer an issue, but the bike was still easy to insure and was an absolute blast to ride fast. Many felt it was the perfect bike. Ducati has taken that concept in reverse much to the same effect.
The Ducati 848 blends the rider-friendly, usable L-Twin torque and power delivery with an excellent chassis wrapped in the 1098’s sexy Superbike skin. The most important element which the 848 shares with the 1098 is the confidence-inspiring feel and feedback at speed: The 848 needs to be ridden. During my time with the 848 a couple things became clear. The only things to complain about: The motor is as vanilla as the pearl white color scheme. Anyone interested in an 848 is not going to miss the extra couple hundred cubes and it’s hard to find someone who doesn’t like vanilla. Anyone who does have an issue with it can always buy the red version and pour some Ducati Performance love into the 848 to up the ante a bit but overall, they are going to love its all-around goodness. It’s easy to ride fast on the track, should be equally fun on the street and while it’s sitting on the sidestand outside the cafe or in the garage it will look like a million bucks, for $12,995. That is why we should be excited about the middleweight 848.
Quote:
Originally Posted by Crash.net
It’s a case of being the ‘same but different’ when you’re passing judgment on Ducati’s new 848 superbike and making the inevitable comparisons with its bigger brother, the fabulous 1098.
The evaluation’s the same when you’re considering the huge emotive appeal of the 848. Its sexy style and reputation have the same immediate and profound impact as the 1098’s. But it’s a different outcome when you’re assessing the engine and chassis performance of the two bikes. And the overall verdict on the 848 is, in some circumstances at least, that less is more.
Any bike test is always preceded by some anticipation. And although assessments should never be made before the bike’s actually been sampled, developing some preconceived views is hard to avoid. My predictions suggested I could well be bit disappointed by the smaller Ducati sibling.
I’m sure that was partly down to the fact that the 1098 is such an astonishing bike. With mountains of power and torque, amply contained by a brilliant chassis, for the 848 to get even close to that combination would be, in my book, simply impossible. My feeling was that I was going to think the smaller version would be a bit flat and lame. For what must be the millionth time though, I have to admit that I was wrong, very wrong. The 848 is every bit as remarkable as the 1098, it just reaches its similarly high score via different maths.
Crafted in that same stylish and purposeful way, the Ducati inspires you from the first view of its fantastic lines. It seems almost sacrilegious for it not to be painted in the trademark red, but pearlescent white still satisfies the retinas very nicely. Its country of origin is never in doubt and those speedy shapes and curves couldn’t hail from anywhere other than Italy. Add that Ducati badge and all that it stands for, and the 848 gets the very best vote of approval even before you’ve got on it. This bike has presence.
Fire the Duke into life and its appeal rises still further. There’s nothing quite like the rumble and roar from a Ducati V-twin and its exhausts to get the pulse racing. And it’s seducers of this sort that separate the bikes built in Bologna from the rest. Many Japanese bikes have amazing performance, but they just don’t have the ability to thrill you in the same way as Ducati sportsbikes can even before you ride them. Just seeing and hearing them is often enough to get your juices flowing.
It wasn’t exactly summer-like on the day I got to ride the 848, and if I’m honest, until I wheeled it out of the van and got its pistons pumping some unleaded through its bores I wasn’t too thrilled by the prospect of riding it. But the way the bike can bring you back to life in the face of adversity is one of its many special powers. Get its Marchesini wheels turning and the persuasion gets stronger.
One of the key dynamic differences between this bike and its famous brother can be noticed within yards. The feel of the 848’s steering is so much lighter. OK, there are five less kilos to be hauled around, which must have some slight bearing on the matter. But the main reason the baby Duke can be man-handled with distinctly less effort is a combination of not having a steering damper, and its narrower section rear tyre.
Those features give the Ducati such an appreciably easier feel, you’d be forgiven for thinking the geometry of the bike must be completely different to the 1098’s. It’s not, but it certainly seems that way. It’s a welcome bonus and something that made me feel more even more at home on the 848 from the word go.
The typical Ducati superbike precision and feedback from the front end is also very much in place. And with the lighter and quicker steering you get the impression you can get to your chosen line and then alter it without effort or worry. Mind you, I must say that despite never experiencing any of it on this test, I did get the impression that there’s a chance of some friskiness through the bars if you were in a real hurry along a very bumpy road. I’ll reserve final judgment on that for the time being at least, but it wouldn’t surprise me to discover it might need a steering damper. All in all though, the agility provided by the bike’s chassis definitely gets my nod of approval.
So too does the 848’s suspension which has plenty of that all-important feel and feedback to let you play with the grip limits of the tyres with greater confidence. Though definitely erring on the firm and sporting side, the forks and shock aren’t quite as harsh as they can sometimes be on the 1098. And there’s enough adjustment to tailor it more precisely to your preferred tastes should you want to back off the solidity.
Another welcome and very friendly feature of the smaller-engined bike is its braking.
There’s plenty of power from the radially-mounted calipers. But unlike the ferocious, instant G-force inducing stoppers of the 1098, the 848’s braking power comes with such user-friendly levels of feel and progression, using everything they have to offer isn’t worrying. And that’s saying a lot given that the roads I tried the bike on were hardly what you’d call hot and sticky. The brakes are yet another asset to being able put the 848 through its paces without feeling at risk.
But even though the Ducati is adept at slowing for and howling round corners in a hurry, it’s also pretty handy at gaining speed too, thanks to its 849cc motor. By the way, the Italian firm has called the bike ‘848’ (despite its actual capacity being 1cc more) because it didn’t want anyone to link the new bike with the old 749. The new bike isn’t eligible for supersport racing either.
It’s just under 30bhp short of the 1098’s output, but that’s yet another reason why this bike may well have an advantage. What the V-twin really scores with is its usability. Motors of this configuration are famed for their immediate throttle response which can make them very effective at quickly gaining speed. But when that delivery is downright explosive, as it can be on the very powerful 1098 at times, it can be daunting to use - especially in the lower gears, when it’s wet or if you’re a bit new to the game of big biking. When any or all of these conditions apply, then the smaller motor’s power manners can prove to be a real bonus. In saying that, you still need to keep a close eye on the digital speedo as the strength of the engine can be deceptive enough to get you moving at a much faster pace that you feel you’re running at.
Being as big as the 848 is, means there’s a fair bit of torque down the lower reaches of the rev scale. But it’s delivered in a really well-mannered and usable way and helps you to get the power down quite hard without becoming scary. Then at around 8,000rpm the engine really kicks in with its best grunt, the underseat pipes start playing their finest music, and you’re treated to an extra surge of drive. Just 2500rpm later the rev lights remind you of the need to pick a taller gear from the six available, and then you’re off again. It’s a brilliant balance of effectiveness and excitement that I’m sure in the hands of most, particularly on the road, will make the 848 just as fast, if not more so than the 1098. Only in the top two gears, does the acceleration of the 848 start to lag behind more significantly. Most of the time, it’s a really involving engine that needs just that bit of extra work to get the best from it. Though if you had to describe the 848 in just one word, then using ‘manageable’ would be still probably be the most appropriate.
It can’t be praised for everything mind you. As with its bigger brother stuff like the more extreme riding position, useless mirrors and awkward hand-trapping steering lock can annoy and spoil life occasionally. Like all Ducati sportsbikes, there’s a time and place to fully enjoy the 848. It’s certainly not an everyday bike.
Overall it’s very stimulating to ride. And the emotions it generates don’t often include fear and intimidation. Effective bike performance is all about balance, and the new 848 has plenty of that. Ultimately it’s not as powerful or quick as the 1098, but you’ll only really appreciate that extra performance if you have lots of experience or you’re riding it in just the right environment. Most of the time, the smaller bike will do nicely. Very nicely indeed.
STAT BOX
Ducati 848
Price: £9,500
Performance: 165mph
Engine
Type: liquid cooled, 8-valve, Desmo dohc, 90-degree V-twin
Displacement: 849cc
Bore x Stroke: 94 x 61.2mm
Compression: 12:1
Power (claimed): 134bhp @ 10,000rpm
Torque (claimed): 70.8lb/ft @ 8,250rpm
Carburation: Magnetti Marelli fuel-injection
Gearbox: six-speed
Suspension
Front: 43mm inverted telescopic forks, fully adjustable
Rear: rising-rate monoshock, fully adjustable
Brakes
Front: twin 320mm discs with four-piston radial calipers
Rear: single 245mm disc with twin-piston caliper
Wheels/Tyres
Front: Pirelli Dragon Supercorsa Pro, 120/70-17
Rear: Pirelli Dragon Supercorsa Pro, 180/55-17
Chassis:
Type: Steel-tubed trellis
Rake/trail: 24.3/24.5 degrees/na
Seatheight: 830mm
Wheelbase: 1430mm
Fuel capacity: 15.5litres
Dry weight: 168kg
Contact: 0845 1222 996, www.ducatiuk.com
