DUCATI’S 848 might be a little overshadowed by the Italian marque’s flagship 1098 (and forthcoming 1198) but for the average rider it’s a better day to day proposition. And it’s still an awesome amount of fun, especially on the race track.

A look back

As we climbed aboard the impression was; styling the same as a 1098, seating is similar, same dash only a different colour – white instead of red. Once on the track all of that changed, the 848 was a bike you felt comfortable with straight away.

The 1098S had been vague in the front and objected to change of direction through the Hayshed turn, as well as around turns 11 and 12 onto the straight.
The 848 was confidence inspiring. You always new what the front was doing, and direction changes through the critical Hayshed turn, which is taken at around 200km/h, were effortless.

Less power on tap could have played a role in the overall comfort zone we, and a lot of others on the day, had felt. The 848 was not accelerating as fast out of Siberia and into the Hayshed compared to the 1098S so this had quite a lot to do with how easy the bike was to ride fast on the track. Recently we’ve had the chance to sample the bike on the street, where most 848s will spend their time.

The obvious similarities are the information-rich MotoGP-style dash, Testastretta Evoluzione engine, fairings and fuel tank, the latter holding the same 15.5 litres as the 1098.
Both bikes have the same two years unlimited warranty, along with the new longer interval service times, with a claimed 50 per cent decrease in cost over the previous 999.

The seat height is 10mm higher, there’s a five and half inch rear rim with a 180-section rear tyre rather than the 6-inch rim and 190 size tyre on the 1098.
Rear wheel travel is down from 127 to 120mm, brakes 10mm smaller to 320mm radial mount Brembo four-piston.

A wet clutch was opted for the 848 over the dry for the 109.
Although the gear ratios are the same the rear sprocket is a 39 verses a 38 for better on road performance with the lower 134hp verses the 160hp of the 1098.
With 134hp and 96Nm torque on tap, and weighing 5kg less than a 1098, at 168kg gives it a power to weight ratio greater than the previous 999.

Although the frame looks the same, don’t be fooled it is different in a number of areas, it will not interchange with a 1098.
On the other hand if you see a set of the 70mm Termignoni pipes of a 1098 for sale; they will fit.

On the Road

Once out on the road that same comfort feeling soon returned, with handlebar, seat and foot peg positions allowing you to melt into the bike like an old pair of shoes. The wet clutch is a lot quieter and smoother in traffic than the dry clutch fitted to its big brother. We do like the narrow feel of today’s V-twins, and the Ducati is no exception, making it much easier to wrap your legs around compared to an inline four. At least it was for this old racer with a banged up bod.

Corners, tight or flowing, are taken with ease, with suspension, throttle, brake and gear ratios combining to make the experience one of exhilaration. The power on tap is all usable letting you enjoy, rather than intimidate. Steering was precise and accurate, going where you expect with no sign of understeer. Ducati must have been confident with the rake and trail, as no ride height adjustment is available on this mode.

The dash feeds you information when required with just a glance, while the screen deflects the wind quite well. A performance screen is available through your Ducati dealer and would be a better option for the taller rider.
The skill of a manufacturer to put these combinations together in just the right way is the key to a great road and track bike and Ducati has done a great job. We are pleased to say that this is happening with more regularity than in years gone by, where a test ride was essential. With today’s machines it’s more about checking your comfort levels, rather than the performance of the bike . For a sports bike the suspension on bumpy roads is above average; with great compliance under brakes, out of corners on the power or simply tucked in flat out, generating confidence all the way. This is the third time now we have had an opportunity to try the alternate suspension package that is available other than the Öhlins which is standard equipment on all Ducati ‘S’ models.

On every occasion we have found the Showa on the 848, and the Sachs and Marzocchi combinations available on other models to be the equal of, or in some cases (such as the Multistrada), better than the much talked about Öhlins. Maybe Öhlins is starting to rest on their previous achievements. We hope not.
On a particular stretch of highway, to line up a crest in the road, we were particularly aggressive with the throttle and the ’bars to initiate a change of direction. When doing so we suffered a mild head shake, not enough to get you excited but enough for us to recommend you fit a steering damper just for extra comfort – you will need one if you plan a ride day any way.

There is a penalty to be paid for the right look, and the 848 suffers a lot worse than its big brother in this area, as do similar bikes of this design. That is the under seat exhaust system, and the problem of heating the seat. On a sunny day with the temperature approaching a heady 29 degrees, inside a 60km/h and 80km/h speed zones the under seat exhausts was doing its best to cook our butt and the back of our legs – we had jeans on at the time. Apparently the catalytic converter is high up under the seat, we would expect a good performance exhaust system would go a long way to improving this situation. Rear view mirrors, they are definitely a problem on sports bikes, to get them to work they have to stick out like big ears and ruin the lines of the bike. The rear view mirrors fitted to the Ducati are completely useless, and if you could see out of the wobbling glass, you have to look through under your arm.

An added bonus for the fastidious owner of this bike is the sides of the fairing suffer little or no stone damage from road trips, due to the narrow design. Bikes with wider engine designs suffer badly from this and require taping. The bike being tested had about 6000km on the clock.

Conclusion

No mistake this is an extremely fast motorcycle, wrapped up in a handsome package. You would have no trouble recommending the 848 to a friend looking for a high performance motorcycle they could use on the road, take on a trip, then show up at Eastern Creek for a ride day. The 848 was sired from a world champion stallion called Desmosedeci, and at $21,495 would, with its great looks and performance, make a great package.