Top test Ducati 848 EVO

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Top test: Ducati

Ducati 848 EVO: the red racer in the test

In its third year, the popular 848 is being given a fine makeover for the first time. With more power and snappier brakes, it could establish itself even more as an alternative sports file to the 1198.

The little one is the hit. Last year just as many Ducatisti succumbed to the charms of the 848 as the 1198. But because standing still is a step backwards, the 848 has now been spiced up. From now on it adorns itself with more power, snappier brakes, a steering damper and the addition "Evo".

S.Atte 140 PS announced the Ducati marketing department full-bodied, 131 of which can be found in the vehicle documents. But be careful who is now "Sham" calls: At 154 hp / liter, that is still a significantly higher specific output than the 1198 S, which has 136 hp / liter. This identifies the 848 Evo engine as a genuine high-performance twin, which the test bench certifies 136 horses. And thus four more than the homologated with 125 HP and measured with 132 HP "normal" 848. In-as far as everything is in the green area.

Top test: Ducati

Ducati 848 EVO: the red racer in the test

Bilski

The Duc is in her element to sweep over lonely, finely leveled slopes with pleasure.

The shock strut reaches heels dry, but without ugly hardness. However, the picture changes as soon as narrower streets are approached with commitment. Late and hard anchoring forces the fork to its knees, in an emergency down to the block, even if the preload and pressure level are fully exhausted. And the Duc can brake like the devil. The Monobloc pliers, now borrowed from 1198, are real two-finger stoppers, but they don’t snap viciously when they are first put on, so their powerful bite can be well dosed. A dream on racing slopes and clearly laid out routes. With rough or hectic braking maneuvers in an inclined position, however, not without it. The heavy gripping and the submerged fork ensure a strong erection moment.

If this can still be handled with a smooth, round driving style, you have to live with the engine, which is weak in the middle speed range. Between four and seven thousand revolutions, the twin falls into a noticeable performance gap as usual. Even if the test bench curve shows a pinch more torque here than on the predecessor, this speed range has not benefited from the revision.

The elliptical throttle valves grew from 56 to 60 millimeters, the new cylinder heads now have more straight-lined intake ports and sharper camshafts with significantly more valve lift and longer opening times. In addition, there are newly shaped pistons and combustion chambers for the compression that has been increased from 12.1 to a record 13.2: 1. Only two machines compress the same or even higher: Kawasaki’s super sports car ZX-6R (13.2: 1) with its cute individual combustion chambers and KTM’s thunder bolt RC8R (13.5: 1). But the latter calls for super plus. The 848 Evo, without knock control, is content with vulgar super. Says Ducati.

Bilski

The Ducati 848 EVO is like the 1198 like one egg to the next, but is an independent alternative.

So all tried and tested means to increase peak performance, but which do not provide more pulling power. In the lower, shorter geared aisles, the Ducati skilfully conceals this. Which is why you primarily use third and fourth gear on the country road. Especially in the last two speed levels, however, the temperament seeps into this torque sink. Those who like to be on the move in the pleasure mode with cautious throttle hand will perhaps be less bothered by it, but rather appreciate the proper running smoothness and the excellently dampened load change reactions. If, on the other hand, you are looking for dynamic propulsion, you have to switch hard. Because he only finds it at 7000 rpm. This is where your sporting spirit awakens, as if liberated, the high-performance twin cheers cheerfully up the speed ladder, accompanied by increasingly powerful vibrations. At 9000 rpm he gets a second breath and greedily snaps towards the limiter. While the old 848 was slowly running out of breath at 10,000 rpm and shifting up early was more efficient than turning it down, the Evo stormed on. Until it is locked at 11,000 rpm, even in the last gear, which helps you achieve brilliant top speed. A real sports engine, which, however, subjectively thanked the Super Plus, which had been fueled up on a trial basis, with a smoother engine run.

The occasional ringing during the draft test, for example, was not an issue. In view of the enormous compression and the large bore, the high octane is certainly not a waste. Especially when the Evo is driven more often on the racetrack, because this is where the qualities it has gained should come into play. Road drivers, on the other hand, are happy about the lower consumption, but hardly benefit from the power boost. The famous braking system, on the other hand, is a real asset in every respect.

Noticed

positive

  • The exhaust sound is nice and bassy and yet not unpleasant
  • loud. Nice babbling in push mode included.
  • The seat cushion hardly offers long-distance comfort, but is pleasantly firm for good feedback from the popometer.

negative

  • The mirrors are still only suitable for looking at the upper arms.
  • On one eye of the motor mounts in the frame, the paintwork is rather negligent, contrary to the otherwise good workmanship.
  • The exhaust heats up the seat cushions and buttocks unpleasantly during long journeys or in city traffic.

Technical specifications

Bilski

Despite nominally "just" 131 PS the Ducati has significantly more thrust than one might expect.

Engine:
Water-cooled two-cylinder four-stroke 90-degree V engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic, wet sump lubrication, injection Ø 60 mm, regulated catalytic converter, 480 W alternator, 12 V / 10 Ah battery, hydraulic actuated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 39:15.
Bore x stroke 94.0 x 61.2 mm
Displacement 849 cc
Compression ratio 13.2: 1
rated capacity 96.0 kW (131 hp) at 10500 rpm
Max. Torque 98 Nm at 9750 rpm

Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, steering damper, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, Four-piston fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Diablo Supercorsa Pro tires tested

Mass and weight:
Wheelbase 1430 mm, steering head angle 65.7 degrees, caster 97 mm, spring travel f / h 127/120 mm, permissible total weight 390 kg, tank capacity / reserve 15.5 / 4.0 liters.

Data service:
Service intervals 12,000 km
Oil and filter change every 12,000 km
Engine oil SAE 10 W 50
Telescopic fork oil SAE 7.5
Spark plugs NGK MAR 10A-J
Idle speed 1550 ± 100 / min
Tire air pressure v / h (laden) 2.2 / 2.4 (2.4 / 2.6) bar

guarantee two years
Colors Red Black
price Red 14,000 euros
price Black 13,250 euros
Additional costs around 255 euros

Conclusion

Bilski

With the revision of the three-year-old 848, Ducati is now offering a high-performance athlete. With snappier brakes and steering dampers, the 848 EVO can clearly boast.

The classy 848 Evo leaves a likeable, but also somewhat ambiguous impression. Racing enthusiasts are happy about the increase in top performance and temperament, but miss the length-adjustable push rod on the strut deflection. Road drivers, on the other hand, would have benefited from more pressure from the middle. The 848 Evo remains a fascinating alternative to the 1198.

Rating:

Category engine:
The Ducati does not have a monumental passage to offer. Which one would not seriously expect given their liter output. But it should be a little more. She wants to be turned, which also requires a hard-working shift foot. For this she rewards with a lot of temperament and great revving. Load changes are gentle, but Ducati should take care of the tough implementation of gas commands in the middle speed range. The same applies to the manual forces of the clutch.

Category chassis:
The great strength of the Ducati is its enormous stability. The handling is okay up to medium speed. At high speeds, on the other hand, it requires significant physical effort to change direction. But why it still comes up with such a soft fork set-up is a mystery. In terms of suspension comfort, the shock absorber is fully committed to the strict family tradition.

Category everyday life:
Ducati has never paid much attention to everyday concerns with its superbikes. A day without sore wrists or a tortured buttocks is not a top priority. Just like taking luggage or a glistening brightly lit lane on the night drive home. It’s too uncompromising racing machine for that. The small mirror extensions do not change anything.

Category Security:
Grabbing the brake calipers on the 1198 was a stroke of luck. The effect of the brakes is phenomenal, the controllability with little manual force is good. The fact that it now wears a steering damper is also to be welcomed – for racers. But an adjustable part would also have been consistent with regard to everyday life.

Category costs:
Low consumption and the practical 12,000 intervals for inspections save the budget. That she is satisfied with a 180 mm rear tire, too.

Overall rating: 617 vpn 1000 points

Price-performance rating (top rating 1.0): 3.1

Even if the 848 Evo has increased in performance and equipment, it is not a special offer.

MOTORCYCLE measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynoje roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation +/- 5%

What the performance curve shows can also be clearly felt in practice. From 4000 rpm, there is calm in the engine room. Emotionally, the twin only really gets going from the first stage in the performance curve, at 7000 rpm. And from 9000 rpm again a real shovel on it. Its additional top performance makes it possible to almost turn out sixth gear.

Mileage

Top speed (Manufacturer information): 251 km / h

Acceleration:
0-100 km / h 3.3 sec
0-140 km / h 5.0 sec
0-200 km / h 9.3 sec

Draft:
60-100 km / h 4.6 sec
100-140 km / h 5.0 sec
140-180 km / h 6.4 sec

Speedometer deviation:
Effective (display 50/100) 48/96 km /

Tachometer deviation:
Display red area 11100 / min
Effective 11100 rpm

consumption:
at 130 km / h 5.2 l / 100 km
Country road 5.0 l / 100 km
Theor. Range road 310 km
Fuel type super

Mass and weight:
L / W / H 2080/780/1100 mm
Seat height 820 mm
Handlebar height 850 mm
Turning circle 6450 mm
Weight with a full tank 196 kg
Payload 194 kg
Wheel load distribution v / h 50/50%

Driving dynamics

Drawing: archive

The braking diagram of the Ducati 848 EVO.

Brake measurement from 100 km / h  
Braking distance  39.2 m
Reference Ducati 1098 S  38.5 m

Thanks to the soft fork set-up, the Ducati blocks when braking. It has to be dosed carefully, otherwise the front wheel will block. The first-class brake grabs vehemently. With the rear wheel slightly raised, you can then decelerate as much as possible. Top value.

Handling course I (fast slalom)  
Lap time  20.3 sec
Reference Ducati 1098 S  19.9 sec
   
Vmax at the measuring point  105.5 km / h
Reference Ducati 1098 S  114.1 km / h

How? ‘Or’ What: In the fast slalom, the 848 looks unwieldy and has to be circled vigorously through the pylon course. Due to the sharp engine characteristics, time is lost at the turning point.

Handling course II (slow slalom)  
Lap time  27.9 sec
Reference Ducati 1098 S  28.9 sec
   
Vmax at the measuring point  56.0 km / h
Reference Ducati 1098 S  54.4 km / h

How? ‘Or’ What: The 848 EVO flies through the slow slalom with a slight understeer. Here, too, you can’t decide whether to take first or second gear. It circles the pylons quickly and stably.

Circular path (diameter 46 meters)  
Lap time  10.1 sec
Vmax at the measuring point  55.8 km / h

How? ‘Or’ What: Once tilted, the Ducati is steadfastly on track and gives good feedback on the condition of the road. She also masters the joints with ease.

Technology news: Desmoquattro

Bilski

The new motor shows clear differences: light vacuum cast housing and low test stretta heads.

With the legendary 851 "Tricolor" the four-valve era began at Ducati in 1988. The original 851, which is available in limited numbers on 16-inch wheels, was followed in 1989 by the 17-inch 851 (below) with which the 848 Evo practically shares the displacement. But otherwise the differences and the progress are enormous. At that time, the first test specimen, specified as 105 hp, brought 86 hp to the test bench. The measured 136 of the Evo are a different world. While the 851’s 92 millimeter bore was sufficient to accommodate 32 millimeter intake valves in the towering heads, the 848 Evo uses its 94 bore for 39.1 mm intake valves. If the 11: 1 compression 851 slurped its mixture past round 50 throttle valves, the oval flaps of the Evo measure a huge 60 millimeters.

The 851 was already a real turning beast, its red area was 10000 rpm. The 848 Evo continues to turn a smooth 1000 rpm, which is a huge advantage when looking for performance. With 215 to 196 kilograms, the weight rating also clearly goes to the 848 Evo. And if the 851 had to be inspected every 5,000 kilometers, the intervals are now 12,000 kilometers. That too is progress.

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