Ducati 848Evo
The 848 was always our favorite Ducati superbike, blessed with an engine that was sweeter if not stronger than the 1198 (being less prone to the sub-4,000-rpm shudder that plagues the big twins), and it’s priced at something pretty reasonable for a machine that shares most of its bigger brothers’ components and competence.
So we were really looking forward to the 2011 848 Evo, anticipating better power, brakes and tires to highlight the bike’s already-impressive repertoire. New port shapes, higher-lift, longer-dwell cams and wider elliptical throttle-body throats (56 to 60 mm) promise better breathing, while revised piston design and combustion-chamber shape increase the compression from 12.1 to 13.2:1.
The engine upgrades bump the power output six-horsepower to an even 140 hp at 10,500 rpm, and the maximum torque is up a bit too, from 70.8 to 72.3 pound-feet at 9,750 rpm. It’s not a huge increase, but that’s an important margin to Ducati when it’s competing in our AMA Daytona Sportbike races against the screaming 600s from Japan.
But it turns out that the power bump might only be useful to those teams running the 848 Evo in 2011’s AMA series. Dyno runs and straight-line acceleration tests conducted in the US seem to indicate that the bike demonstrates little evidence of extra performance when equipped with the stock exhaust system, and my own seat-of-the-pants data-collection sensors suggest there’s less torque now in mid-range.
At least, that was my first impression after picking the bike up at SoCal Ducati in Brea and riding it home on LA County freeways. In situations where I remember the original 848 being able to make quick passes without a downshift, I now felt more inclined to dig for more revs.
That’s not surprising on a bike retuned for more power, with longer valve overlaps and higher lift, but in the face of evidence piling up about how marginal the power increase really is, you’d have to consider the possibility that the Evo isn’t as good a streetbike as its predecessor was. Slight increases in top-end performance aren’t that important on the road. Losses of mid-range flexibility are.
But then, after riding it around for several days, the power delivery began to feel quite normal, and the occasional need for a downshift seemed less of a burden. There’s certainly enough power on tap to satisfy most riders, and acceleration at the top of the engine’s range is intense enough to make it downright excessive for most riding environments not on a track.
Apart from a slight soft spot at about 3,000 rpm, the L-twin has quite a broad spread of power, and the smaller reciprocating masses in the 849cc version reduce vibration at both low and ultra-high revs, making it less of a shaker than the bigger engine. With long exhaust canisters fitted to meet increasingly stringent sound levels, the 848 Evo produces a more subtle version of the classic Ducati drone, but it’s still an inspiring soundtrack to the rider.
The Evo benefits from Brembo monoblock brake calipers this year, and these binders provide stunning retardation without any of the grabby characteristics we remember from some early 1098s. Aided by a steering damper that is also new for the Evo, the 848 handles with remarkable accuracy and stability. Apart from a little lightness at the front end under hard acceleration out of corners, the bike does virtually nothing but go where it’s bidden.
At any speed above a crawl and below tire-shredding track antics, the 848 Evo simply responds to inputs with immediate changes of direction, adopting lean angles according to pressure at the bar, and holding them with unshakable poise. You can ride a favorite stretch of road hard without the 848 showing any sign of exertion, and you get the distinct impression it might be encouraging you to go faster.
In any event, it’s a great bike to improve your riding talents. The Pirelli Diablo Supercorsa SP tires seem to have enormous grip on varying surfaces, and the Showa fork and shock work well together to control the ride without undue harshness, yet control pitch and dive extremely well.
The riding position is still a little extreme for all-day riding, but a non-stop ride I took to the Santa Monica mountains and back (100 miles or so) mainly produced predictable soreness in the glutes. So the handlebar position can’t be that bad. At least, not for extra tall riders like me. Most of the derrière discomfort comes from the relative lack of padding. The seat itself is large enough to allow a little shifting around, it’s just not that cushioned.
But this bike isn’t intended to be a tourer. It’s a pared-down sportbike with a lot of its specification dictated by what works on a track. Buying an 848 Evo and not doing some track days would be a waste. It also makes a pretty good streetbike, but only supple 20-somethings can use a bike like this as an everyday rider and not see the need for something a little more accommodating.
When the bike’s being used in earnest, it shines. Flicking one way and then another through a sinuous mountain pass brings out its best side. The drive off corners is intoxicating, and the rhythm you can set up with the strong brakes, the willing transmission, and the fluent throttle response makes the boring freeway slog you had to take to get there worth it.
I wish Ducati would supply its test bikes with the optional 30mm mirror extenders, because then maybe I wouldn’t have to repeat the complaint about limited rearward vision. Then again, if I could see better behind me maybe I’d go faster on the freeway, and it’s hard enough keeping the speed down on Ducatis, even with the lower sixth-gear ratio fitted to the 848 Evo (relative to the 1198) that helps keep the engine spinning in smooth zones at cruising speed.
For such a dedicated sport bike, the 848 Evo boasts good refinement in the areas you need it. The gearbox shifts smoothly and accurately. The clutch works properly. The brakes are powerful and easy to modulate. The engine responds intuitively, with near seamless fuel injection calibration.
At $12,995 for the Dark model (red or white costs another grand), the 848 Evo is pretty competitive against the rest of the sportbike field. Its real-world performance is on a par with anything out there, and only dragstrips, tracks, and long, open straights will allow the literbikes (and the 1198s) to get away.
Despite being the kid brother of the booming 1198s, this 848 Evo is a serious high-performance motorcycle. The loss of some mid-range throttle response is made up for by the better brakes, the steering damper, and the other upgrades, all at a price unchanged from the previous model. Other than to gain the approval of their peers (and maybe to show off fancy Öhlins suspensions), it’s hard to see why Ducati fans don’t buy more of these than the more powerful, more expensive versions.
