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
EngineType: 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
SuspensionFront: 43mm inverted telescopic forks, fully adjustable
Rear: rising-rate monoshock, fully adjustable
BrakesFront: twin 320mm discs with four-piston radial calipers
Rear: single 245mm disc with twin-piston caliper
Wheels/TyresFront: 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
Seat
height: 830mm
Wheelbase: 1430mm
Fuel capacity: 15.5litres
Dry weight: 168kg
Contact: 0845 1222 996, www.ducatiuk.com
