Sporty – Test Ducati 848 Evo Corse SE: rough on the track! – Technical update on the 848 Evo Corse SE (2012)

Ducati 848 Evo Corse SE test: rough from the track !

Sporty - Test Ducati 848 Evo Corse SE: rough on the track! - Technical update on the 848 Evo Corse SE (2012)

Launched in 2008, the Ducati 848 continues its track man by remaining faithful to the fundamentals of the Italian manufacturer. Improved for 2011, it has since been available in an Evo Corse SE version: an uncompromising motorcycle, 100% passion ! Road and track test.

Technical update on the 848 Evo Corse SE (2012)

Engine: Full-bodied !

Discovered during the summer of 2010 (read our), the 848 Evo Corse SE shows serious changes (sic!) Compared to the 848 launched in 2008.

Starting with its engine: the L-twin open at 90 ° Testastretta Evolution goes from 134 to 140 hp in full (on the Evo Corse SE as on the "standard" Evo). A six-horsepower increase that brings it closer to the 150 hp of its designated rival, the Suzuki GSX-R 750 (read our).

This increased power is the result of an optimization of the combustion chamber (the compression ratio goes from 12.1: 1 to 13.2: 1), new piston skirts, a valve lift increased to 13 mm (instead of 11.5 mm previously) and a higher intake valve opening angle (257 ° vs. 253 °).

Incidentally, the diameter of the elliptical feed bodies increased from 56 to 60 mm and the Magnetti-Marelli injection was reworked. The dimensions of the 849.4 cc twin do not change: the bore still measures 94 mm and the stroke 61.2 mm. Values ​​which explain the torquey nature of the Ducati engine from low revs: the stroke of the four pistons of the GSX-R 750, for example, is 12.5 mm less (48.7 mm).

Equipped with magnesium cylinder head cover to reduce weight, the 848 Evo (standard and Corse SE) uses an oil bath clutch which unfortunately ignores an anti-dribble device. The catalyzed exhaust is of the 2-1-2 type with double outlets under the saddle.

The opening and closing of the valves is ensured by the essential Desmodromic device, while the transmission uses belts as on all Ducati sports cars since the Pantah of 1979. A tradition recently challenged with the 1199 Panigale, on which the belts give way to a chain (read our).

Cycle part: ready to track !

In terms of the cycle part, the 848 Evo evolves only by small touches: the frame remains faithful to the tubular trellis made of ALS 450 steel, while the front cradle is in magnesium. Each tube of 34 mm section and 1.5 mm thick is micro-fusion welded for greater precision.

A steering damper, placed in front of the upper triple tree, is introduced to enhance stability and new radial monobloc brake calipers are adopted. Signed Brembo, these hyper-sensitive elements pinch 330 mm discs at the front on the Corse SE version (320 mm on the "standard" Evo) via 4-pistons of 34 mm. The master cylinder is also radially mounted.

Damping is provided by the same fully adjustable 43mm Showa fork as on the previous model. At the rear, an Ohlins shock absorber with separate cylinder, also fully adjustable, is fitted to the Evo Corse SE version (Showa on "standard" Evo). The Enkei rear rim is for its part enhanced thanks to the use of a single-piece aluminum swingarm..

The 848 Evo receives a pneumatic installation in accordance with the "pistarde" philosophy of the motorcycle: excellent Pirelli Diablo Supercorsa SP in 120/70 ZR17 at the front and in 180/55 ZR17 at the rear.

Electronics, piloting aids

Supplied as standard on the 848 Evo Corse SE – optional on the "standard" Evo -, the DTC (Ducati Traction Control) and DQS (Ducati Quick Shift) participate in the sophistication of the Italian.

The first is an anti-slip adjustable on eight sensitivity levels and can be switched off. Acting on the ignition advance and on the injection when a difference in rotation between the front and rear wheel is detected, the DTC is as effective on the circuit as it is reassuring on small roads. Especially when the asphalt is soggy or slippery !

To increase or decrease its action (level "1" corresponding to the least intrusive mode of intervention), simply enter the "DTC" menu using the command located on the left stalk, then hold said command towards down for three seconds to validate your choice.

Behind the name a bit pompous Ducati Quick Shift actually hides a "simple" shifter, this device resulting from the race which allows to go up the reports at full load without disengaging.

Practical and efficient throttle at large on the track, it was less convincing on a daily basis on our test model: shifted to low or mid-range, some gears (especially higher) had difficulty locking properly..

The 848 Evo (Corse SE or standard) is prepared to receive – as an option – the DDA data acquisition system. All you have to do is connect the storage key to the "plug" placed under the passenger seat and launch the Ducati software when returning from a track session to access a host of parameters: speed, opening throttle, gear engaged, engine speed , etc.

Finally, it should be noted that the little Reds Superbike does – for now? – the dead end on ABS, unlike its big sister .

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