Motorcycle Manual: 2012

Showing posts with label 2012. Show all posts

Saturday, September 7, 2013

2012 Ducati 848 White Review Pictures

Ducati’s middleweight superbike gets a significant upgrade for 2011, further separating itself from the confines of established sportbike categories.

It’s already 17 years since the first small-bore Ducati 4-valve superbike, the 748, broke cover – the same year as the iconic 916, in 1994. The 748 played a background second fiddle to the beloved 916 series until the 749 emerged in 2003. A close relation to the aesthetically challenged 999, the 749 continued to be a relatively low-cost entre into Ducati’s superbike family and competed against the Japanese 600s in supersport competition.

Then MY2008 saw a paradigm shift for the sub-liter Ducati superbikes, with the new 848 getting 15 extra horses and a weight loss of nearly 50 lbs! However, its 101cc displacement bump (to 849cc) made it ineligible for supersport competition, leaving it adrift in a class of its own.

2012 Ducati 848 White

2012 Ducati 848 White

2012 Ducati 848 White

2012 Ducati 848 White

Well, Ducati has upped the ante again with the 848 EVO, bringing along extra horsepower, improved brakes and fitment of a standard steering damper – all for the same price as last year’s 848s.

To demonstrate the EVO’s newfound prowess, Ducati invited us to the historic Autodromo Enzo e Dino Ferrari in the town of Imola, Italy.

It’s within the engine that most of the EVO’s updates are found. The 848’s powerplant remains structurally unchanged, but a multitude of revisions to improve performance creates what Ducati says is “the highest power-per-liter of any twin-cylinder engine in production.”

At the intake side, the fuel-injection’s throttle body size jumps from 56mm to 60mm and feeds fuel into optimized intake ports. New cams offer increased valve lift on both the intake and exhaust sides. A revised combustion chamber and new pistons bump the compression ratio from 12.1 to a high 13.2:1. The 90-degree V-Twin’s rev ceiling has been lifted 500 revs to 11,300 rpm, and heat generated from the extra revs is dissipated by new ventilated timing belt covers.

2012 Ducati 848 White

2012 Ducati 848 White

2012 Ducati 848 White

Aside from new paint color options, the 848 is stylistically unchanged in its EVO guise. For many bikes, this would be a problem. For the 848, its status-quo stance keeps it among the belles of the ball, especially in the new Arctic White Silk seen in these photos, a tasty matte-white pearl with red frame and wheels. Bella!

Our time aboard the EVO at Imola reaffirmed the 848’s sporting credentials, nicely upgraded for 2011 with tweaks that will help it get around a racetrack even quicker than before. It’s an upper-echelon sporting tool that can dust off a Ducati 999 if need be – or nearly anything else on a medium-speed racetrack.

Perhaps it doesn’t matter if the 848 is a bike without direct competition. It’s a strong seller for Ducati, with some 80% of buyers new to the Ducati fold, most coming from Japanese 600s. And along with Monster 696 riders, the 848 shares the distinction of having the youngest buyers among the Ducatisti.

With middleweight sportbikes from Asia pushing the $11,000 mark, it doesn’t seem like that much of a stretch to pony up another grand or so to park a Dark Stealth (matte black) 848 EVO at its $12,995 MSRP. That’s less than asked for the 749 back in 2003! The white or red EVO’s list for $1000 extra.

So, can a $13,000 Italian sportbike be a value proposition? We think so.

2012 Ducati 848 White

2012 Ducati 848 White

2012 Ducati 848 White

2012 Ducati 848 White

2012 Kawasaki Ninja Sports Bike Introduction Pictures

Introduction:

The ZX-9R debuted in 1994. Kawasaki developed the model in response to Hondas introduction of the CBR900RR FireBlade for the 1992 model year.

Prior to the advent of the FireBlade, large-capacity Japanese sports motorcycles had become polarised. On one side were the 750 cc sport bikes, influenced by Endurance racing and the World Superbike Championship. On the other, the "big-bore" 1,000 cc-plus sports-tourers had become the natural evolution of the performance bikes of the preceding 20 years. In simple terms, the 750s had the handling, the big-bores had the power. In both categories, Kawasaki ruled. The ZXR750 offered the technology and the performance of ultra-expensive racing-homologation models from Honda and Yamaha at half the price, and it outclassed the similarly priced GSX-R750 of the time, which still featured a perimeter frame and an oil-cooled engine, while the ZZ-R1100 held the title of the fastest production motorcycle on Earth.