2012 Ducati 848 Streetfighter
Just weeks after Ducati released photos of the brand-new 848-based
machine, I found myself on an airplane to Italy to ride the new entry in
the Streetfighter family. The 2012 Ducati 848 Streetfighter is
everything that I wanted it to be and more. And what I wanted it to be
was a lighter, better-handling version of its super-serious big brother,
the 1098 Streetfighter, much like Triumph’s Street Triple 675 is to the
1050 Speed Triple.
Our press launch consisted of a street ride followed by two track
sessions on the brand-new Autodromo Modena circuit, just down the road
from the Ferrari factory in Maranello.
It may appear to be an exact facsimile of the 1098 version (which is
only available as an S model in 2012), but the 848 Streetfighter is, in
fact, a completely fresh design. Not only is the engine a new variation
of the 848’s, but the frame, steering geometry, swingarm and ergonomics
are specific to this model.
The Streetfighter is the third machine in Ducati’s lineup to feature
an engine with short, 11-degree valve overlap, joining the torquey
liter-plus Multistrada and Diavel. The 848 SF is tuned for real-world
power delivery, not the maximum rev-eating output of the EVO’s
37-degree-overlap configuration. Otherwise, the liquid-cooled, 849cc,
V-Twin is identical in specification that used in the 848 EVO; same 94 x
61.2mm bore and stroke, 13.2:1 compression ratio, same throttle bodies
and same wet, non-slipper clutch.
What isn’t the same is the 848 SF’s demeanor. The changes that Ducati
Project Engineer Giuseppe Caprara made to the basic chassis
layout—compared to the 1098 SF—are dramatic in function. The all-new
frame, new one-piece cast aluminum swingarm, new 43mm Marzocchi fork and
Sachs shock, give the bike a completely different character than its
heavier-steering big brother. Sharper geometry features 24.5 degrees of
rake and 4.1 inches of trail, 1.1-degree steeper and 0.4 inch shorter
than what’s used on the bigger bike. Wheelbase is an identical 58.1 in.
Our morning street ride was a loop frequently used by Ferrari test
drivers from the Maranello factory, conveniently located just up the
hillside. The roads had everything from tight, blind 180-degree
carrousel turns to fast, open sweepers. The road was quite bumpy, so
Ducati techs had set up the suspension very much on the soft end of the
adjustment range.
The first thing that jumped to mind as we headed through the hills
was the fantastic ergonomics. The tapered aluminum handlebar sits
0.8-inch taller than that of the 1098 SF, thanks to a new riser on the
top clamp. This alone would be a huge improvement over the stretched-out
big bike, but the footpegs have also been spaced apart by 0.4 inch on
both sides, to prevent the rider’s right heel from interfering with the
over/under cannon-style mufflers. Add in a great sporting seat, with
ample room to move around and you have a completely changed and
excellent upright seating position.
On the street and on the track the 848 is a completely different
animal from the 1098 version. In addition to the bike’s fresh geometry, a
new Pirelli Diablo Rosa Corsa 180/60ZR17 (instead of a 55 aspect ratio)
rear tire puts more rubber on the road due to the new profile. I can’t
go so far to say that the 848 SF rivals the Street Triple’s lithe
handling, but compared to the 1098 SF or the 848 EVO, it’s a
night-and-day difference.
The Autodromo Modena has to be the tightest and shortest (1.25 mile)
racetrack that I’ve ever ridden a sportbike on, falling somewhere in
between a kart and supermoto track. But after a few exploratory laps of
the 11-turn circuit, I felt totally confident in the bike’s grip and was
very impressed with its nimble handling and excellent front-end feel.
The only issue I had on track was the lack of footpeg-to-ground
clearance caused by their spaced-out positioning (which is said to
reduce lean-angle clearance by 1.5 degrees). I completely destroyed a
pair boots in our two 20-minute sessions after wearing through the toe
sliders. Excellent Brembo four-piston, radial-mount front brakes
provided awesome stopping power.
As for the engine, the 11-degree overlap spec allows the bike to
grunt off corners easily. I was able to use second gear exiting turns
that were tight enough that I could have downshifted to first. Top-end
power doesn’t feel as strong as on the EVO, but usable torque is always
readily available. Standard Ducati Traction Control (DTC) features the
same 8 levels of interruption as the rest of the Ducatis that use the
system. For the brand-new, slightly dusty and non-rubbered in track, I
chose setting 3, which was ideal for snapping open the throttle
aggressively without having to worry if the grippy tires fitted for
sessions—Pirelli Super Corsas in the same profiles—would stick. With a
claimed 132 horsepower at 10,000 rpm and 69 foot-pounds of peak torque
at 9500 rpm, the 848 Streetfighter makes more than enough power to spin
the tire if the DTC is switched off.
After my short one-day test session, I have to say that the 848
Streetfighter is one of the most fun and entertaining motorcycles in the
company’s entire range. It will run $12,995 in Ducati Red, Fighter
Yellow or Dark Stealth colors. Options like a quick shifter and other
accessories will available from the Ducati accessory catalog.
Selasa, 24 Januari 2012
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