Ducati 848 Streetfighter Ducati 848 Streetfighter - Motorcycle ...

Model Evaluation
Ducati 848
Streetfighter
by Dave Searle
BACK IN JUNE of 2009 we compared the first 1098 Ducati
Streetfighter S with the cream of European open-class
naked bikes; the Aprilia Tuono Factory, the KTM Super
Duke and the Triumph Speed Triple. Although considered the
overdog in the fight at the outset, the Streetfighter failed to live
up to its promise. The Ducati was easily the most powerful and
arguably the most beautiful, but its suspension let it down. Mismatched
spring rates were the problem, and no amount of tweaking
could get it dialed in enough to satisfy all our testers. KTM
won the contest, the Ducati finishing a disappointing fourth.
Fast forward to 2011, when Ducati announced that a revised
848 Streetfighter would debut in 2012. Would this be the machine
we’d hoped for three years earlier? Revised steering geometry was
listed as a change, lifting our expectations. Sure, the 848 would
not have the massive power of the 1098, but we’d actually
preferred the 848 Superbike to its 1098cc brother on the basis of
its more civilized delivery, and with a claimed 132 hp to the 1098
Streetfighter’s claimed 155 (141.12 hp on the MCN dyno), we
knew the 848 wouldn’t be slow.
Motor
Using a version of the so-called 11° Testastretta that first
appeared in the new 1200 Multistrada, the 848 naturally employs
Ducati’s famous Desmodromic valve gear, a system of rocker
arms that both open and close the valves. It’s still an advantage
unique to Ducatis, allowing big valves to be moved very quickly
while effectively eliminating valve float and bounce. And doing
away with a conventional engine’s powerful valve springs
removes massive amounts of friction, so the Desmos all share a
wonderful, eager, free-revving quality that makes them special.
The 11° nomenclature refers to its valve overlap, the period
between the early opening of the intake valves at the end of the
exhaust stroke and the delayed closing of the exhaust valves at the
beginning of the intake stroke. In fact, 11° is quite small (the
1098 Superbike employed 41° of overlap at the time the 1098
Multistrada first appeared). The effect of reduced overlap is to
eliminate resonant effects that tend to create big flat spots in the
powerband, as well as to reduce emissions and aid fuel mileage—
all worthy goals that the new 11° motor has apparently achieved.
Dimensionally, the liquid-cooled, 849.4cc, DOHC, 90° Ltwin
has a bore and stroke of 94.0mm x 61.2mm (the 1098 engine
12 JULY 2012 ● MOTORCYCLE CONSUMER NEWS
DAVE SEARLE
uses a 106.0mm bore and 67.9mm stroke). While it doesn’t
have two fuel injectors per cylinder, like its bigger brother, it
does share the same elliptical throttle bodies that facilitate high
port velocities together with high flow volume, and it has an
even higher compression ratio; 13.2:1 to the 1098 Streetfighter’s
12.5:1.
Our dyno found 118 of the claimed 130 hp at the rear wheel
@ 10,000 rpm, as well as 62.7 lb.-ft. of peak torque @ 9500
rpm, allowing impressive performance from the fully fueled
444.5-lb. machine: 1/4-mile in 10.88 sec. @ 126.99 mph;
0-60 mph in 3.24 sec. and a stop speed of 152.3 mph. If you
really need more, we hope you have the wide open spaces to
use it all.
Transmission
Because it’s basically a supersport in naked guise, the 848
Streetfighter’s racing roots show in its gearing. First gear is
race-track tall, requiring a lot more revs than you might first
expect to get underway, and the upper gears are all very close
together—ideal for maximizing drive from turns. The shift
effort isn’t particularly high, but the shift lever has a very short
throw, so it may take some practice. And just like the 1098
Streetfighter, the 848’s performance would benefit from tighter
final drive gearing (its rear sprocket is a 42T and we’d be
tempted to try a 45T). Factory reps admitted as much at the 1098
Streetfighter’s launch, but said the stock gearing was necessary
for emissions reasons. The clutch is a wet unit, rather than
Ducati’s classic clattering dry clutch, so it isn’t particularly noisy
and has a more solid engagement feel, but the engine’s lofty state
of tune and tall gearing still give it a workout leaving stops.
Suspension
Our biggest concern turned out to be unfounded, and we were
relieved to find the 848 Streetfighter has very nicely balanced
suspension—in stark contrast to our 1098-model in 2009. With
reduced spring and damping rates front and back, on smooth freeways
you could even call it supple. But, like every Ducati we can
recall, its suspension is on the firm side overall. Perhaps it’s
because Italy actually has very smooth roads and California can’t
afford infrastructure upkeep, but when rougher pavement
appeared (as it always does around here) the Ducati passes the
impacts not fully absorbed by its suspension to the rider, who
will hopefully be tough enough not to complain.
The suspension equipment is all excellent quality and fully
adjustable; Marzocchi 5.0"-travel, male-slider forks with 43mm
stanchions held in massive triple clamps. And at the back is a
Sachs remote-reservoir monoshock in a progressive linkage,
giving another 5.0" travel.
Tires can be considered primary suspension, and the Streetfighter
wears sticky dual-compound Pirelli Diablo Rosso Corsa
radials. Pirelli’s sportiest rubber typically has a very compliant
carcass and the 848’s recommended tire pressures are on the low
side, too: 32.7 psi front and 36.9 psi in back—about 4 psi less than
most bikes specify. Not surprisingly, therefore, some squirming
can be felt as these tires flex against cornering loads, but this also
serves to provide the rider with very clear feedback.
Handling & Ergonomics
The Streetfighter models are unusual in that they position the
rider as far forward as possible to keep weight on the front tire;
weight which might otherwise be unloaded by wind pressure on
the exposed torso. To this end, the Streetfighters’ gastanks are
shorter than on Ducati’s Supersports’ and the rider leans forward
more than on most naked machines. And although the handlebars
have been raised 20mm, the forks are short and the narrow bars

are still mounted quite low. They’re also bent down, like clip-ons.
The net effect is that you don’t have the leverage to steer easily,
and the bike takes more work to ride than average. If it were ours,
we’d change the bars for something flatter,1"-higher, 2"-wider
and 1"-farther back. In fact, the seating position is so extreme
that you don’t have to lean very far to look straight down the
front fork.
While this rider-forward set-up might be necessary for handling
at the speeds the machine could do on a racetrack, they definitely
impact its feel at saner street speeds. Given a constant
radius corner at steady speed, the front end will feel as if it is
pushing to the outside, and with the low pressure, soft sidewall
tires, you can feel this as greater front tire slip angle. To ride the
Streetfighter quickly on a twisty road thus requires a particular
riding style. To avoid front end push, the rider learns to take a wide
outside entry line and to stay on the gas, to keep both ends balanced.
While this is good cornering technique in general, most
bikes don’t require this technique, but the Streetfighter does.
This style also demands a rider who can ride like this without
hesitation, never attempting mid-corner changes of velocity, as
any backing off the gas or braking will throw too much weight
forward, and the bike also wants to stand up under heavy braking,
further increasing steering effort.
It’s true that the steering
geometry has changed and Ducati
now quotes a rake and trail of
24.5°/4.05", rather than the
25.6°/3.65" of the ’09 1098 Streetfighter.
As the wheelbase is listed
as the same 58.1", the new
machine’s steering head has obviously
been extended. But, unlike
our ’09 1098 Streetfighter S, a
steering damper is not standard
and isn’t necessary—it’s stable
even at its 152.3 mph top speed.
Also unusual in this class, which
tends to emphasize style more than
rider comfort, the Streetfighter’s
seat is actually very supportive,
with a broad back section, thin but
effective upholstery and a narrow front that makes reaching the
ground from its 33" height easier. The pillion portion, on the
other hand, seems designed so the owner can offer rides around
the block to small children.
Braking
The original 1098 Streetfighters were given MotoGP-grade
brakes—so sudden and powerful that even two fingers on the
brake lever were asking for trouble. Complaints at its Spanish
intro were met with the suggestion that the “rain” pads were less
grabby, so we made sure to have these fitted when we road-tested
the bike in 2009, and it appears they are now standard equipment.
With these pads, the rider needs a firmer squeeze, but the
braking power is not diminished and the control is infinitely
better. In fact, the 848 Streetfighter’s brakes make challenging
yourself to stop in a very short distance almost as much fun as
accelerating. While the bike’s weight bias makes lifting the rear
wheel easy, it remains balanced from side-to-side, allowing controllable
stoppies, and its 112.9' best stop is exceptionally good.
Riding Impression
The experience of riding the 848 Streetfighter is as much about
style as speed. The bike is a work of art, the sort of two-wheeled
lust object that you simply cannot walk past without pausing to
study its lines and exquisite detailing. Every place we stopped for
gas or food, we got compliments. And when the engine is fired up,
the impression is complete—not only is the bike exotic-looking,
it’s clearly powered by an exotic motor—a quick-revving,
snarling beast with bazookas for mufflers. That it behaves so well
when it’s not clawing for that last bit of ultimate speed and can
actually cruise down the highway smoothly purring at 4000 rpm
is a testament to its incredible Marelli electronic engine control—
a welcome trickle-down from MotoGP. The engine has very generous
torque, so you don’t really need to rev it very hard to go
quickly, but if you do, the engine sounds just like the ones that
Troy Bayliss and Carlos Checa have used to whip the Superbike
world, with a hard, flat, staccato wail of combustion. And when
you’re obliged to downshift and brake, the engine responds with
a tympany of rim shots and popping, signaling its raw energy.
If you are immune to such charms, you might as well look
elsewhere for a ride, thoroughbreds just aren’t your style.
Instruments & Controls
Ducati hasn’t just put together a beautiful ride, but it has
endowed it with a plethora of electronics for your information
and self-preservation. The instrument panel is cleanly configured
and displays a wealth of real-time
data as well as allowing you to
adjust the eight-position traction
control when stopped, which just
might prevent an overenthusiastic
owner from high-siding his pride
and joy.
As for the controls, both the
clutch and front brake master
cylinders are Brembo radialpump
designs, which provide for
the most linear possible relationship
between the fingers and the
slave pistons, optimizing control
feel. And Ducati has fixed the one
serious ergonomic issue we noted
on the original Streetfighter; interference
from the bulging heat
shield behind the brake pedal. The
right footpeg is now spaced outboard an additional 10mm for
more comfort, although this can create boot-grinding clearance
issues during track sorties.
DAVE SEARLE
Attention To Detail & Value
Each of us has our favorite details in the masterpiece of styling
that is the Streetfighter, so it scores off the charts in this category.
However, we did find one little blemish: the small hole in
the single-sided swingarm meant to provide access to the shock’s
rebound adjuster was misaligned, frustrating our efforts to try
tuning the stock setting. No big deal. Get a long screwdriver.
Priced at $12,995 with traction control standard, the 848 Streetfighter
is expensive, but not out of line with European competitors
like the $11,999 Aprilia Dorsoduro 1200; $11,999 Triumph
675 Street Triple R; or the $11,399 BMW F800R ABS.
Bottom Line
If Italian supercars are beyond your means, you can still
dazzle one and all with a Ducati Streetfighter 848—particularly
stunning in metallic Lamborghini yellow, like our test bike. It
isn’t the easiest ride in town, and keeping it in high performance
rubber and tuned to perfection will demand some disposable
income, but few machines can command such attention. Is it for
you? We suspect you already know the answer.
Visit us at WWW.MCNEWS.COM ● JULY 2012 13

Model Evaluation
Above: The 848 Streetfighter’s
Testastretta motor has a reduced 11°
of valve overlap for better driveability,
mileage and emissions. With 118 hp
and 62.7 lb.-ft. of torque, the motor is
very potent and its sound matches the
Streetfighter’s sexy appearance. A wet
rather than dry clutch gives better
modulation, but its tall gearing still
makes standing starts a challenge.
DAVE SEARLE PHOTOS
TESTERS’ LOG
I appreciated Ducati’s Streetfighter S when we sampled it in
2009, but I chose it last despite its powerhouse engine, braking
that could stop the earth’s rotation and rocket-on-rails
handling prowess. Its uncompliant suspension and wrist-wrenching
handlebar were not endearing qualities. The 848 Streetfighter
still possesses one of these flaws, but I like it much better
than the S. The 848’s Testastretta L-twin delivers exhilarating
performance that’s most enjoyable when you keep it singing at
high rpm. Its Marzocchi fork and Sachs shock impart a firm feel
like the S, but at least I was able to dial them in to my satisfaction,
unlike the S’ high-dollar Öhlins. The two models share a
razor-sharp handling character that only seems to get better
the harder you push it. And like the S, the 848’s brakes are stellar.
My only gripe? The 848’s handlebar bend flat kills my wrists,
even during very short rides. If it were mine, I’d replace the bar with
a more “streetfighter appropriate,” motocross-style handlebar,
a cheaper fix than modifying already expensive suspension.
—Scott Rousseau
14 JULY 2012 ● MOTORCYCLE CONSUMER NEWS
Right: Like the handlebars,
the dash is mounted
low where it’s not so
easy to read at a glance,
but the information it
provides is very complete:
DTC settings, trip
computer functions, a
clock, lap timer, battery
voltage, ambient temperature
and the usual tach,
speedo, odo and trips.
Left: The Streetfighter’s enormous exhaust pipes
and stacked silencers shout performance, and the
machine delivers. The pillion seat is minimal, and
we can’t imagine a passenger staying comfortable
for long while seated on its lofty perch.
Right: Thankfully, the new 848 has different steering
geometry and suspension settings than the first
1098 version. The set-up is still firm overall but
works very well. Less aggresive brake pads are
now standard, and stops are exceptionally short.
The Pirelli sport tires have tenacious grip and feel
but use low pressures and do squirm noticeably.
Left: The handlebars are low, narrow
and angled down, reducing leverage
and adding to the front-end heavy
feel. Radial-pump master cylinders
provide excellent control feel to the
brakes and clutch. The mirrors are
wide but are not vibration free, compromising
their usefulness. The
rider’s seat is broad at the back for
good support and comfort.
Although the original Streetfighter’s Spanish introduction
was years ago, immediately after hopping on the new 848 Streetfighter
I could tell that a lot had changed. While this motorcycle
has not deviated far from its roots—dramatic styling, a forward
seating position above a front end that literally disappears
beneath the instrument cluster and, of course, those mighty
Brembo brakes, its ride and handling are very different.
Our testing revealed that its tall gearing will prevent the 848
from being a 1/4-mile demon, but its instant throttle response
and short shift throws make it a natural for exploiting acceleration.
Its traction is impressive, too, and I could press Pirelli’s latest
Diablo Rosso Corsas into hard cornering action almost
immediately. And I loved the fact this Ducati comes equipped with
traction control, which I feel is a great advantage.
This motorcycle responds to rider inputs like few others; it
loves to go, stop and turn, all with Ducati’s trademark competence.
I would happily own one in a New York second—but mine
would have to be red or black.... —Danny Coe

2012 Ducati 848 Streetfighter
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE
Type:.......... Liquid-cooled, 90° L-twin
Valvetrain: .... DOHC, 4 valves per cyl.,
Desmodromic actuation, shimadjusted
valve clearance
Displacement: ........................849.4cc
Bore/stroke: ................94.0 x 61.2mm
Comp. ratio: ............................13.2:1
Fueling: ..Marelli EFI, elliptical throttle
bodies
Exhaust: ......................2-into-1-into-2
DRIVE TRAIN
Transmission:........................6-speed
Final drive:..................................chain
RPM @ 65 mph*/rev limiter:4220/10,800
*actual, not indicated
DIMENSIONS
Wheelbase: ................................58.1"
Rake/trail:..........................24.5°/4.05"
Ground clearance: ......................4.75"
Seat height: ................................33.0"
GVWR: ..................................860 lbs.
Wet weight: ........................444.5 lbs.
Carrying capacity: ..............415.5 lbs.
SUSPENSION
Front: .. Marzocchi 43mm, male slider
telescopic forks, adj. preload, comp.
and rebound damping, 5.0" travel
Rear: Sachs monoshock with progressive
linkage, adj. preload, comp. and
reb. damping,5.0" travel
BRAKES
Front:Dual 320mm semi-floating discs,
Brembo four-piston, radial-mount
calipers
Rear: ..............................245mm disc,
two-piston floating caliper
TIRES & WHEELS
Front:......120/70ZR17 M/C58W Pirelli
Diablo Rosso Corsa on 3.50" x 17"
wheel
Rear: ......180/60ZR17 M/C75W Pirelli
Diablo Rosso Corsa on 5.50" x 17"
wheel
ELECTRICS
Battery: ..............................12V, 10Ah
Ignition:..............................Digital TCI
Alternator Output:......................480W
Headlight: ..............................60/55W
FUEL
Tank capacity: ........................4.4 gal.
Fuel grade: ..........................Premium
High/low/avg. mpg: ....54.2/31.5/41.1
A
B
C 26.25"
D
E
61.75"
ERGONOMICS TEMPLATE
65.0"
52.5"
52.0"
38.5"
14.2"
MISCELLANEOUS
Instruments: ......Digital speedo, tach,
odo, 2 tripmeters, lap timer, clock,
ambient and coolant temps, DTC status,
range to empty, lap timer, battery
voltage
Indicators: .. hi-beam, t/s, neutral, rev
limiter, low fuel, scheduled maint.,
DTC and DDA levels, oil pressure, EFI
fault,
MSRP: ..................................$12,995
Routine service interval:........7500 mi.
Valve adj. interval: ................7500 mi,
Warranty: ............2 years, unltd. miles
Colors:Dark Stealth/Black, Yellow, Red
33.0"
TEST NOTES
PICKS
Dazzling style and detailing
Potent performance and exotic sound
Awesome brakes
20.0"
35.8"
F G H I J
Low end
Mid-range
Top end
The 848 Testastretta’s
superbike bloodlines are
only thinly disguised.
Very highly tuned, its hot
rod heart has been tamed
by advanced electronics.
It’s deceptively quick, yet
it will run very smoothly
above 4000 rpm. Exotic,
yes, but civilized, too.
PANS
Low, narrow handlebars require higher steering efforts
Lack of wind protection is tiring on fast freeway runs
Tall gearing makes slow traffic tedious
Horizontal (nose to)
A: Passenger seat
(middle). B: Rider
seat (middle). C:
Handgrip (center).
D: Passenger footpeg
(center). E: Rider
footpeg (center).
Vertical (ground to)
F: Handlebar (center).
G: Rider footpeg
(top). H: Rider
seat (lowest point).
I : Passenger peg
(top). J: Passenger
seat (middle).
DYNAMOMETER DATA
SAE CORRECTED REAR-WHEEL HORSEPOWER
PERFORMANCE
Measured top speed ......152.3 mph
0–1/4 mile..................10.88 sec.
..........................@ 126.99 mph
0–60 mph ....................3.24 sec.
0–100 mph ..................7.03 sec.
60–0 mph ........................112.9'
Power to Weight Ratio ........1:3.76
Speed @ 65 mph indicated ....61.6
MC RATING SYSTEM
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR
–––– Middleweight Naked –––
Engine
Transmission
Suspension
Brakes
Handling
Ergonomics
Riding Impression
Instruments/Controls
Attention to Detail
Value
OVERALL RATING
118.08 hp
RPM, THOUSANDS
•
62.68 lb.-ft.
STANDARD MAINTENANCE
Item Time Parts Labor
Oil & Filter ................0.5 ..........$81.96 ..........$40.00
Air Filter....................0.5 ..........$84.28 ..........$40.00
Valve Adjust..............4.0 ..........$52.90 ........$320.00
Battery Access..........0.5 ............MF ..............$40.00
Final Drive ................0.1 ..................................$8.00
R/R Rear Whl. ..........0.6 ................................$48.00
Change Plugs............0.6 ..........$87.98 ..........$48.00
Synch EFI..................1.0 ................................$80.00
Totals 7.8 $307.12 $624.00
Visit us at WWW.MCNEWS.COM ● JULY 2012 15
•
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
* MCN has changed the estimated labor rate to $80 starting March 2007