2009 Ducati 848 Review

Introduction

Design and engineering remind us of the 1098. In fact, the 848 is a 1098 at a smaller performance scale, which can only make things sound more interesting. Ducati’s latest idea of a middleweight resumes to combining a 370 pounds dry weight with the 134 hp at 10000 rpm and 70.8 lb-ft of torque at 8250 rpm developed by the liquid-cooled 849.4 cc, L-Twin cylinder, four valves per cylinder Desmodromic engine, which was specially developed for the bike.

Using a Marelli electronic fuel injection system and just the right gearing, the motor meets Euro3 regulations without sacrificing performance. The gearbox is a six-speed unit and couples with the engine through a wet multiplate clutch with hydraulic control. You know what that means don’t you? Easy to pull, great feedback provider, all resulting in impressive time laps.

2009 Ducati 848

The tubular steel trellis frame meeting the fully adjustable 43mm Showa upside-down fork at a 24.5-degree angle and the fully adjustable Showa monoshock are all the result of the Ducati 848 being built with performance in mind. The bike rides on Marchesini 5-spoke light alloy 17-inch wheels with Pirelli Diablo Supercorsa rubber.

Considering the engine and chassis capabilities, there’s nothing to stop a rider from having an extremely good time on it unless he decides to hit the brake levers and determine the Brembo calipers (4-piston, 2-pad) to squeeze the 320mm discs up front and 245mm single disc at the rear (this only gets a 2-piston caliper). Stopping power is claimed to be more than needed for this bike, but we’re going to put it to the test anyways so read on for more.

Competition

With the 848, Ducati goes mainly against the Japanese middleweight supersport motorcycles, which are all powered by 600cc in-line engines. Given the 848’s L-Twin performance figures, it is easy to expect it to make quite a big impression in comparison to the Honda CBR600RR, Yamaha R6 and the R6S as well as to the Suzuki GSX-R600 and Kawasaki ZX-6R.

Exterior

2009 Ducati 848

A single look at the 2009 Ducati 848 superbike is enough to make it clear for anyone that the 1098 R was a direct source of inspirations. The sharp headlights and air intakes are by now Ducati trademarks and so is the tiny nose.

On the sides, the fairing is smooth and the aggressive cooling scoop remind us once again of the bike’s bigger sibling. But so does the 4.1 gallons gas tank, the very thin rider seat, which is positioned at a fair 32.6-inch distance from the ground, as well as the rear tail section. On Japanese supersport bikes, this is as sharp as possible (especially on the R6), but Ducati’s designers seem to be more forgiving with passengers and offer decent padding. We don’t know for sure if that’s because of the exhaust silencers being positioned underneath the seat, but it is definitely an advantage, one that helps the bike stand out as being made in Italy.

Another feature that speaks about the European style is the single-sided swingarm, which allows that Y-spoked rear wheel to be instantly noticed. Both rims are black painted regardless of the chosen color. This can be Red or Pearl White.

 ----

Test Ride

2009 Ducati 848

When it comes to middleweight supersport models, the usual idea that riders get spins around 600ccs, a four-cylinder engines and, preferably, a Japanese logo on the tank. The Ducati 848 is supposedly here to change that and that’s where this test starts from.

First of all, the riding position is very sporty despite the 32.6-inch seat and the exhaust sounds like two drums when the engine is idling. The noise is quite enjoyable, but opening up the throttle kind of gives shivers up your spine. Are we underestimating this beauty or what? Not quite. Ducati’s L-twins sound mad, but won’t scare anyone who has been spinning around on bikes for a while. The clutch pulls in effortlessly, first gear hits easily and precise and off the Ducati goes with a small twist of the throttle.

The engine feels very potent and competitive, leaving no rider unsatisfied by its performance. It enjoys being revved and delivers linear power and torque. The riding position might not look that back-friendly, but it enables the rider to become one with the machine and start riding it more and more aggressively. We’ve come to find that wheelies are the easiest thing on 1098’s smaller brother. In first, second and even third gear the front end lifts using only a strong hand on the throttle, while high-speed wheelies require the use of the wet clutch. This unit also proves very effective when downshifting before corners or when going out of chicanes.

Compared to the straight fours, the L-Twin delivers power earlier so it is just a matter of keeping it in the zone. Around 7000 rpm is where you want to be when cruising along and needing to have instant power a twist of the throttle away. That also means that you have to ride in the right gear at all times and there are six to choose from. The engine is lively in all gears, but we rarely got to hit sixth simply because we enjoyed revving it rather that keeping a steady hand on the throttle.

Wind protection is nothing to complain of and you don’t even have to crumple yourself much because the bike takes care of that for you. That’s an advantage (but not for your bones) because handling will soon feel natural and quite similar to that of the Japanese bikes that the Ducati tries to beat. The fully adjustable Showa suspension do make sure that you feel all of the road’s imperfections throughout your entire body, especially at high speeds, but, together with the Pirelli Diablo Supercorsa tires, they simply glued the bike to the asphalt and unintended skids are pretty much out of discussion.

The bike is capable of providing the rider with great feedback, making it ideal for track riding and intended skids. That’s where the Brembo brakes intervene. Given the bike’s lightweight, they provide tons of stopping power, enabling the rider to brake later before a corner knowing that it has the ability to slow down from very high speeds dramatically fast.

Overall, the Ducati 848 is certainly a different ride, but won’t make any Japanese middleweight contender look bad in any situation.

Price

Buying a Ducati motorcycle, riders look for a different kind of excitement and that doesn’t necessarily have to come at a price. For instance, 848’s $13,995 MSRP is nothing out of the ordinary for the class, but the bike sure is.

Conclusion

2009 Ducati 848

Ducati is worthy of appreciation for exploring a new segment and managing to offer an original blast of which riders already brag about. We’ve come to find that the 848 is all about offering the ideal power-to-weight ratio and a riding position that sacrifices the rider’s back over sharp handling. Not all riders like it, but all of them surely take it in consideration.

 ----

SPECIFICATIONS

Engine and Transmission

2009 Ducati 848 Engine

Type: L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement: 849.4 cc
Bore x Stroke: 94 x 61.2 mm
Compression Ratio: 12:1
Power: 134hp - 98.5kw @ 10000rpm
Torque: 70.8lb-ft 96Nm @ 8250rpm
Fuel injection: Marelli electronic fuel injection, elliptical throttle bodies.
Exhaust: Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin stainless steel mufflers
Emissions: Euro3
Gearbox: 6 speed
Ratios: 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Primary drive: Straight cut gears, Ratio 1.84:1
Final drive: Chain; Front sprocket 15; Rear sprocket 39
Clutch: Wet multiplate with hydraulic control

Chassis and Dimensions

2009 Ducati 848 Front Brake

Frame: Tubular steel Trellis frame in ALS 450
Wheelbase: 1430 mm / 56.3 in
Rake: 24,5°
Front suspension: Showa 43 mm fully adjustable upside-down fork
Front wheel travel: 127 mm / 5in
Front brake: 2 x 320mm semi-floating discs, radially mounted Brembo calipers 4-piston, 2-pad
Front wheel: 5-spoke light alloy 3.50 x 17
Front tyre: 120/70 ZR17
Rear suspension: Progressive linkage with fully adjustable Showa monoshock. Aluminium single-sided swingarm
Rear wheel travel: 120mm / 4.7in
Rear brake: 245mm disc, 2-piston caliper
Rear wheel: 5-spoke light alloy 5.50 x 17
Rear tyre: 180/55 ZR17
Fuel tank capacity: 15.5L (of which 4L reserve) / 4.1 US gal (of which 1 US gal reserve)
Dry Weight: 168 kg / 370 lbs
Seat height: 830 mm / 32.6 in

Other

Instruments: Digital MotoGP derived unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve, trip fuel, neutral, turn signals, average speed, average fuel consumptio
Warranty: 2 years unlimited mileage
Versions: Dual seat