Ducati 848 Streetfighter Ducati 848 Streetfighter - Motorcycle ...

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