RideApart Review: Ducati Streetfighter 848 RideApart

18 Май 2015 | Author: | Комментарии к записи RideApart Review: Ducati Streetfighter 848 RideApart отключены
Ducati 848

RideApart Review: Ducati 848

You know the deal with bikes: detuned motors, suspension. But what if you want supersport performance in a package won’t break the back? The Streetfighter 848 may be that bike.

New :

Speaking at the US media launch of the Streetfigher 848. North general manager Dominique described his ideal motorcycle — a sportsbike sans the fairings and with high bars to it comfortable. The perfect bike for fast on real roads, they be city streets or curves.

That’s certainly not a new but it’s not one that’s ever been fully realized; in the from faired to …, the and performance that makes a a sportsbike has traditionally been Is this new Streetfighter finally the deal? A … 848 Evo?

Not but that’s not necessarily a bad thing.

So the 848 is not an 848 Evo with the fairing removed and bars fitted. I’m scoffing at the of referring to its bars as “high.” it’s a Streetfigher 1098 a new motor, the suspension from a Monster 1100 and a few tweaks to it handle better and look

Rather than the faired 140bhp twin, the Streetfighter an 849.4cc version of the Testastretta 11° that gives the Multistrada and Diavel their 15,000-mile intervals. That 11° refers to between inlet and exhaust That and some other changes put the emphasis on low-rev and smooth power delivery the 37° overlap of the 848 Evo motor and its outright, power.

This Streetfighter 130bhp at 10,000rpm and 69lb/ft of at 9,500rpm. Don’t let the close of those two peaks fool this is a flexible engine, out how broad and flat that curve is.

Neither does the come with the $13,995 848 Evo’s relatively high-quality, suspension. Instead, the $12,995 inherits the Monster 1100’s fully-adjustable Marzocchi forks and monoshock, which adjusts for and compression damping only.

While trying to help me some damping for that a Ducati tech described it as The spring rates front and are good, but there’s just not compression or rebound damping in component. Dialing in some compression on that shock but what I really needed to getting kicked out of the seat bumps was more rebound, isn’t available. Without damping, the relatively stiff are left to bounce you and the bike unchecked.

The Streetfigher also the 848 Evo’s Brembo Monobloc for regular gold radial-mounts. are actually a better choice, deliver plenty of power and just with a more-progressive that’s better suited to riding.

Critically, the rake and are sharpened over the Streetfigher It actually adopts the 848 Evo’s rake, increasing trail to Combined with a very low (dry)weight and short 58.1 wheelbase, the result is an exceptionally motorcycle that somehow manages to be unflappably stable.

is precise and there’s excellent from both the front and tires.

Aesthetically, the Streetfigher 848 gains LED position and brake lights and the work is tightened up. The result is a more refined look the Streetfighter 1098. I’ve been a fan of that bike to ride or look at, but Ducati’s it right this time.

sharp creases, minimal strong surfaces and no stupid it’s one of the few bikes that looks good in yellow

Like its bigger brother, the 848 gets eight-level traction and Ducati’s data analysis which allows users to performance data to a USB stick.

also worth mentioning the Pirelli Diablo Rosso tires are seriously nice; the of thing you’d put on another to improve it. With all the Japanese cutting costs by fitting tires stock, it’s to see Ducati actually allowing to fully realize the performance of its straight out of the showroom by using rubber.

These Pirelli’s like glue and experience them on other bikes has them to be relatively long-lasting and in the rain too.

What’s Good :

Despite suspension, compromised ergonomics and power, that’s somehow what the Streetfighter 848 is. Leaned way on a bumpy road, those are going to upset the suspension, but doesn’t translate to running Once you realize that not going to wash out the front the spring is bouncing around, you can push it hard.

My best as to the reason for this seeming — too soft damping, but still handling — is that Ducati’s nailed the geometry. I really emphasize it enough, this is incredibly agile, changing or altering lines mid corner and better than a supersport but also completely stable; I got so much as a faint waggle in the It’s handling is absolutely for tight mountain roads.

And the motor feels blunted in to the 848 Evo, but once you get over that peak power, the plateau of torque is perfect for through and out of corners. Real actually fast riding about rocketing out of corners on throttle, but more maintaining a pace through reducing around blind corners and changes in elevation. It’s in conditions where a broad of usable torque beats power, and that’s what motor excels at.

So maybe not just an 848 sans but a unique motorcycle in its own right. A fast one that remains easy to push hard and is a ton of fun on real roads.

What’s Bad :

On new Streetfighter 848, the bars been raised 20mm and the sit half an inch wider. 20mm helps a lot, but the are still remarkably low, to wrist pain in town on the highway and even while fast on mountain roads.

The shared with most Ducati models, still tread and they still sit too meaning your boots ride outside their This is a problem for two reasons: 1) riding in grippy Alpinestars Rs, my feet repeatedly slipped off the smooth peg tip. 2) your are going to go down a lot if you’re any serious lean.

On the right side, a large of black plastic keeps the pipes from melting boots, but it also gets in the way of heel, meaning you can’t get your foot on the peg all the way while Riding in town is still to be absolute torture.

Ducati 848
Ducati 848
Ducati 848


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