Ducati 848
The pearlescent paint scheme is what makes the 848 so instantly eye-catching. For some reason, white is the new in-colour this year, with the new Fireblade and, soon, KTM’s RC8 both following suit. But Ducati have chosen white for another reason. They want riders of this new machine to make a statement that they haven’t bought the bigger version, the 1098. And the reason? Because it’s a very different beast.
Visually, the 848 has much in common with the 1098, and in fact would be hard to tell apart were it not for the colour. But on the road the 848 is much more of a rider’s bike. With no race homologation restrictions, Ducati had the freedom with this machine to make the best possible bike they could for road use, not track use. On the track, the 1098’s extra cubes would see it walk away down the straights. But in real life, out on the twisting A roads around Bristol, the 848’s lithe frame and super light weight, combined with the all-new Testastretta Evoluzione engine, make for a power to weight ratio that’s hard to beat.
Don’t get me wrong, the 1098 is still a stunning machine, the S version even more so. And we’re yet to see the new traction control system in operation. But the 848 clinches it for me in terms of road-riding enjoyment. And that stands, too, when compared with many over-engineered four-cylinder machines.
Sure, the 848 is rough at low revs. It’s hard on the knees, hard on the neck, and even harder on the wrists than an R6, but wind her up, tuck in tight, and it all makes sense. The angular tank and fairing are perfectly moulded for getting a move on while forcing the air over you. Climbing on the bike outside Riders for the first time, the initial impression is that the 848 was made for someone smaller than you, no matter what size you are. Even Frankie Dettori couldn’t call this a big vehicle. But turn the key and the engine barks angrily. Even with the standard pipes, it’s loud at tick-over. And that bark turns into unholy V-twin thunder as you pass the 5,000 rpm mark.
With firepower far in excess of what its forerunner, the 749, had to offer, acceleration is phenomenal. In third and fourth gears, the 848’s incessant pull is enough to tear your arms out. Riding the crest of V-twin torque is an experience that you can just never get enough of. The positioning of the motor slightly further forward in the chassis than the 1098 gives the 848 an unrivalled sense of balance, and the narrower 180-section rear tyre allows for effortless knee-down action. The seat, uncomfortable as it is, is nothing more than a slippery pad, allowing you to hang off the side like a monkey on a windy tree, nailing every apex, and clawing back on the power like Ruben Xaus on a mission.
With the 848, you feel like you’re in charge. It’s not so powerful that you feel it’s laughing at your incompetence, but with no steering damper, no slipper clutch, no gear change indicator and no ABS, it’s the rider doing all the work. You have to be committed to want one, but ride it well and you’ll be rewarded with pure, unadulterated riding bliss. And of course, a real pride of ownership.
£9,500 is a lot of money, and could keep you in cocaine for years. But the 848’s white lines are far more of a rush -- and infinitely more addictive.
The Ducati 848 was kindly loaned through Riders of Bath Road, Brislington. For more information about test rides, call Riders on 0117 958 8777. Or see the website at www.ridersofbristol.co.uk
Article written: March 3, 2008
OUR STEER ON THE DUCATI 848
Price: £9,500
Engine: 849cc, 8-valve V-twin
Power: 134bhp @ 10,000 rpm
Torque: 71 lb ft @ 8,250 rpm
Transmission: 6-speed
Weight: 168 kg
Fuel capacity: 15.5 litres
Top speed: 166 mph
Seat height: 800 mm
by Jon Bennett
Comment on this story