2012 Ducati 848 Streetfighter
2012 Ducati 848 Streetfighter
The upside of downsizing
BIGGER ISN’T ALWAYS BETTER. CASE in point? The brand-new 848 Streetfighter, joining Ducati’s lineup as a better-handling, less-costly, middleweight version of the 1098 Street fighter. Though it may appear to be a replica of its bigger brother, this 848 is a fresh design. The engine is a new variation of the 848’s, and the chassis is specific to this model.
As with the Diavel and liter-plus Multistrada, the 848 Streetfighter’s engine is tuned with short, 11-degree valve overlap for real-world power. Otherwise, the liquid-cooled, 849cc V-Twin is identical to that of the 848 EVO: same 94.0 x 61.2mm bore and stroke, 13.2:1 compression ratio, elliptical throttle bodies and wet, non-slipper clutch.
There are differences in the 848 SF’s chassis, however, compared to the 1098 SF’s. The frame, cast aluminum swingarm, 43mm fully adjustable Marzocchi fork and Sachs shock are new. The steering is quicker, with 24.5 degrees of rake and 4.1 inches of trail, 1.1 -deg. steeper and 0.4 in. shorter than that of the bigger bike. Wheelbase is the same at 58.1 in., but the rear tire is a 180/60ZR17 Pirelli Diablo Rosso Corsa instead of the bigger SF’s 190/55ZR17 Diablo Corsa 3.
Ducati’s press launch of the 848 Streetfighter was in Italy, where I spent a full day riding the bike on the street and the track. The street ride involved everything from tight, blind, 180-degree carousel turns to fast, open sweepers, all of which the bike handled with composure. The ergonomics are fantastic, too, based around a comfortable, upright seating position and a great sporting seat with ample room to move around.
The tapered aluminum handlebar sits 0.8-in. higher than that of the 1098 SF, and the footpegs are farther apart by 0.4 in. on each side to keep the rider’s right heel away from the stacked mufflers.
My only complaint during the street ride was a steady-state engine surge when cruising at around 4000 rpm.
At the racetrack, 1 never detected any surging. The tight, ultra-short Autódromo Modena circuit is all about handling, and the 848 SF dazzled there with its nimbleness and excellent front-end feel. Combine the grunt of the 848’s engine with the confidence provided by the standard Ducati Traction Control (DTC), and the result is a very entertaining cocktail.
With a claimed 132 horsepower at 10,000 rpm and 69 foot-pounds of peak torque at 9500, the 848 SF has more than enough juice to spin the tire if DTC is off. With DTC set to level 3 of 8 (the latter providing the most intervention) on the slippery racetrack, the throttle could be snapped open exiting corners with little fear of the rear tire breaking loose.
I came away from my one-day test very impressed with the 848 Streetfighter; it’s one of the most enjoyable models in the company’s range. Its MSRP of $12,995 is $1000 below that of the 2012 848 EVO and $6000 less expensive than the ’12 Streetfighter S. When the bike arrives here this February, it will be available in three colors—Ducati Red, Fighter Yellow and Dark Stealth—with a long list of accessories.
BLAKE CONNER
www.cycleworld.com
