Cycle News - Archive Issues - 2000's

WIIite Ikofllers R&D Dept I 100 UN.OO4 _ 100 POWER-88.3 _TOROIJE- 4VoS 90 90 80 ~ 70 70 &. III 60 60 III ~ .. ~ 0 J: lJ) > m cj ~ .Q 50 50 ; 40 ~ 0' W et 40 lJ) -+--+--..-tt 30 1+=---,-"-'-- .e 30 20 20 10 10 o "2 --''--.1.--''-,,_'-'''"............. 0 3 4 5 6 7 8 8 10 11 12 RPM (x1OOOI DUCATI74B l:J[}lJ@ D@~D D~[fU [§M@@[flO(gW@O@ The effects of chief designer Massimo Bordi's recent exodus from Ducati may not be felt for a while (he seems to have left it in good stead with the new Testastretta motor), and it's a safe bet that the Bologna, Italy-based company will continue to roll onward, taking the good with the bad. Perhaps the 748, more than any other model currently offered by Ducati, is the most perfect example of this. It was intro'd last year as a new model, though that's somewhat misleading, as it was basically presented as Ducati's new hard-edged econo-sporter, accepting downgraded componentry while the previous 748 was unchanged but elevated to the middle rank in a trio of 748 models, and rebadged as the 748S. Despite the lesser-quality hardware, we loved the bike, noting that it was likely to please Ducati loyalists as a sexy, sporty Italian pocket rocket that's as uncompromising as a Democratic caucus. The 748 favored the track over the street. It still does. Like the Trumpet, the Duck represents the same design of one year ago, so it was a surprise that we liked it about as much even after we had sampled the redesigned Honda and Suzuki mounts. Several factors contribute to our lust, er, love for the Italian machine. Like its older sibling 996, the 748 features Signature styling that has already become a timeless Ducati trademark. Seven years later, and that curvy tail section, those tucked-in dual mufflers and that foxy single-sided swingarm border on breathtaking, convincing you that you want this bike that you need this bike. Hopping aboard and punching the starter button increases the euphoria, the 90-degree Desmodromic vee belting out sheer aural ecstasy. Nothing quite sounds like a Ducati. Nothing ever will. The excitement carries over onto the track, the 748's trellis framework delivering rock-like stability when pressed all the harder at every turn. At speed, the bike is as planted as an old-growth forest, though you'll notice - but only as an afterthought - that it does seem to require a tick more effort to get turned than some of the other high-strung Japanese machines. It is also a little more resistant to mid-corner direction changes, but with tremendous feel afforded by the front end, you probably nailed the apex perfectly anyway, didn't you? The Showa fork lacks sensitivity, though we would be hesitant to go all the way in calling it harsh. A certain degree of chop can be felt, but the bike refuses to be upset by minor surface irregularities at speed. As for the Sachs unit out back, it holds up the tail section quite nicely, thank you. Ground clearance is not an issue; if you're dragging anything through the comer while on the Ducati, then you're probably upsidedown anyway. But alas, all is not perfect in the Villa di 748. Reality bites in the form of a motor that is the most perfectly fuel-injected of the bunch and yet lacks the punch of some of the leading inline fours. Get in line with one of them, and you will very quickly find yourself rowing the gearbox at a rather frenetic clip in an attempt to keep the 748 in the happy part of its powerband. It's a revver, but on the Streets we often found ourselves between gears on the Ducati, and hitting the rev limiter is a real buzzkill. Shifting that much exposes another flaw, however, as the tightly ratioed six-speed tranny feels somewhat cobbly. Several testers complained of hitting several false neutrals while shifting, and then not being able to find the goddamned real one after coming to rest on pit lanel Clutch action is better than any other Ducati, still a bit stiff but not clunky or clattery. It's pretty nice for a dry clutch. Getting it all right, hooking up beautifully and rocketing down to the next corner will expose the 748's biggest track faux pas: its weak-suck binders. At first, you think that it's just a problem with feel, but really they just don't stop all that well. High effort and planning are required for effective re-entry, so to speak. What this all means is that at the track the Ducati 748 is kind of like (former?) NBA star Dennis Rodman, an extremely talented performer... if you're willing to take the necessary steps to keep it out of trouble. Surprisingly, the 748 can be just as rewarding on the street as it is on the track, but there are even more concessions to be made when negotiating the suburbs. Chief among these is that the bike's Sf,M ergonomics will have you screaming for your mommy after about 50 miles. There is simply no room to move forward or aft, making every second on the road seem endless. All told, the Ducati 748 is heaven and hell in the same package. We love it, we hate it, we can't imagine another (non-Ducati) motorcycle like it. Unfortunately, when you take it for what it is, the Duck's a novelty bike. Call it two-wheeled narcissism, but you can't call it the winner of our shootout. eye Ducati 748 FlEATUAlES Engine • The desmodromic 90° V-twin was the first to be fuelinjected • Racing-styled dry clutch w/ hydraulic assist • Otto valvole heads, just like those found on its bigger brother - the 996 • Close-ratio, six-speed transmission Chassis • 43mm chrome-coated inverted Showa fork • Gunmetal gray frame • Brembo three-spoke hollow wheels • Aggressive ergonomics What's hot? • More stable th.an a Supreme Court Justice's job • Makes you feel like Ben • Sounds better than Pavarotti What's not? • More cramped than a coach seat to Milan • Brakes weaker than an online motorcycle magazine Bottom tine Ferrarri-esque, timeless styling wili keep it popular with the Ducatisti, but even Enzo (God rest his soul) knew to update the technology. Ducati 748/748S ~~lE6m~~CATUd)N~ $12,795/$13,995 UST PRICE DISPLACEMENT 748cc ENGINE TYPE Uquid-cooled, V-twin four-stroke BORE X STROKE 88 x 61.5mm COMPRESSION RAno 11.5: 1 CARBUREnON MarelJi electronic injection IGNmON Electronic TRANSMISSION Six-speed STARnNG SySTEM Electric FUEL CAPACITY 4.5 gal. WHEELBASE 55.5 in. RAKE/TRAIL 23.5-24.5"(748S),24°(748)/97mm SEAT HEIGHT ' 31.1 in. FRONT TIRE 120/60ZR17 REAR TIREZ ..................•.......180/55ZR17 FRONT-WHEEL TRAVEL .5.0 in. REAR-WHEEL TRAVEL .5.1 in. FRONT BRAKE Dual disc REAR BRAKE Disc FINAL DRJVE ............•••...............Chain CLAIMED DRY WEIGHT .432 Ibs. I e n e _ S • JANUARY 24.2001 21

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