Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/150387
VOL. 50 ISSUE 32 AUGUST 13, 2013 P77 WHAT THEY SAID: JAKE ZEMKE, 37, AMA Formula Xtreme Champ "It seemed to be in-between gears in a lot of spots. Third gear would be too tall and second gear would be too short." JEN ROSS DUNSTAN, 25, Amateur Club Racer "The cockpit feels huge for me. The stretch to the handlebars just feels extra-long against the long tank. It's a bike that's hard to control." COREY NEUER, 37, Test Rider and Expert-Level Club Racer "It was high effort to ride that motorcycle—it took a lot." Ducati 848 EVO HIGHS •Strong top-end, acceptable over-rev for a Twin •Stout braking hardware •Standard quickshifter and traction control LOWS •Exceptionally top heavy •Sluggish steering •Where did the bottom-end go? PAUL CARRUTHERS, 52, Long-time Test Rider and Cycle News Editor "Maybe I had my expectations set too high, but I've really enjoyed the 848 in the past. But it just didn't compare well to the others this time around." that the rev-limiter comes in more softly—especially for a Twin – giving the rider greater leeway when it comes time to upshift. But all that extra 'oomph up top comes with a price as the Duc's powerband no longer offers its signature low-end tidal wave of torque that helps it leap off corners. True, the 848 continues to be the torque king, even ahead of the mighty 750-powered Suzuki with 62.67 lb-ft arriving at 9600 revs. But like the MV, peak torque arrives much too late in the rev range which compromises how hard it pulls initially off corners. Factor in its quirky final drive gearing and the Duc becomes even more difficult to ride. "The Ducati pulls really hard up top—which I like," says Colton. "Only problem is it doesn't have any of that V-Twin bottom end so you really have to pay attention to what gear you're in." The EVO continues to be one of three quickshifter-equipped bikes that decreases the time and effort it takes to upshift. Only problem is it didn't perform gear exchanges as quickly as the setup on the MV or Triumph. It's also missing a slipper clutch which makes the chassis more prone to upset if you corner really fast while grabbing a downshift. Ducati was an early adaptor of race-grade, monobloc-style Brembo calipers and while the set-up delivers good power and lever feel it proved more difficult to get a true read on it due to the handling woes we experienced. Still it posted respectable Gforce braking numbers and also scored mid-pack in the subjective braking category. Ducati 848 EVO Corse SE Settings: Fork Preload: 5 (From full stiff) Compression: 1.5 Rebound: 3 Shock Preload: Standard Compression: 12 Rebound: 11 Drivetrain DTC: 1 The Ducati impresses with its punchy, rev happy V-Twin engine, quickshifter and capable Brembo braking hardware. But extra heft paired with an unorthodox riding position make it demanding to ride at speed. Factor in its sluggish handling and corner speeds that were at or near the bottom of this highly competitive group and it's no surprise that the Ducati registered the slowest Superpole times. The 848 delivers in some areas, however, it's not enough to hide its age in this competitive middleweight class.