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Sunday, March 4, 2012
Saturday, March 3, 2012
2012 Ducati Streetfighter 848 First Ride
In the motorcycle world we thrive on excess, damn the consequences if it’s not in our best interests. We crave the fastest, nastiest and sexiest machines we can get our mitts on. The trouble is that this approach in life usually ends in some sort of pain, be it buyer’s remorse or even worse, getting in over your head. Ducati’s Streetfighter is a perfect example. It’s sexy as hell, goes like a scalded cat and is razor sharp. The only thing is you need to be just as sharp to use it to its full potential. Thankfully Ducati has recognized this and brought forth a Streetfighter for us mere mortals in the form of the 2012 Streetfighter 848.
During the marketing and technical presentation the Ducati team stressed the focus on the concept of a friendlier, easier to ride Streetfighter. The target consumer for the 848 is a rider that is not as extreme and is looking for more usability, someone who needs a more confidence inspiring ride. Ducati set out to make that happen with an all new, smaller displacement Streetfighter that would satisfy these criteria and still be a high-performing naked bike.
A 849.4cc version of the Testastretta engine powers the Streetfighter 848. Ducati's DTC system and non-ABS Brembo brakes keep things under control.The cornerstone of this new Streetfighter is of course the 849.4cc L-Twin Testastretta 11 powerplant. Sharing the same basic configuration with the 848 EVO Superbike, the 11 degrees of valve overlap is designed to give a smoother engine character which is more suited to the street duty the Streetfighter 848 will most often be used for. The most notable difference between the Superbike and Streetfighter’s engine is the camshaft profiles tuned to deliver a more street-friendly punch. The bore, stroke and compression ratio are identical, with a service interval of 15,000 miles.
A new superbike-derived frame is similar to the 1098 Steetfighter, but has less rake and trail for more stable and confidence inspiring steering traits. The wheelbase is the same as the 1098 at 58.07 inches, but longer than the 848 EVO’s 56.3-inch wheelbase. Attached to the rear of the trellis frame is a new one piece cast aluminum swingarm sprung by a fully adjustable Sachs shock set up for a comfortable ride. Up front 43mm Marzocchi forks with full adjustability handle the imperfect road surfaces that the Streetfighter 848 is expected to see. Both the front and rear are set up softer in spring rate and damping than its 1098 sibling.
As with every Ducati as of late, the Streetfighter 848 comes standard with the Ducati Traction Control system, offering eight levels of adjustment. A full Brembo brake system sans ABS slows the whole kit down with 320mm discs squeezed by radial mounted 4-piston calipers with soft-feel pads in the front. Braking duties in the rear are handled by a single 245mm disc and a 2-piston caliper. We find it a bit interesting that the bike that is aimed at being more usable on the roads doesn’t have ABS as standard equipment.
Ducati set us up just down the road from its headquarters and a stones throw from Ferrari’s factory and testing facilities at the newly constructed Autodromo di Modena. Consisting of 11 turns, the track is ultra-tight with more than its fair share of decreasing-radius second-gear corners that would challenge and even frustrate during the short track sessions. We also rode through the hills above Modena so we could gauge the Streetfighter 848’s performance in the real world. If you can call the picturesque landscape painted with an ever undulating and curving ribbon of asphalt the real world. To me it was more like a dream.
A fully adjustable Sachs shock handles the suspension duties at the rear of the streefighter. Pirelli Diablo Rosso Corsa tires provide grip suitable for street and track usage.Immediately I found the cockpit to be very comfortable, especially the reach to the 20mm higher handlebars. The tapered aluminum unit allowed for a slightly more upright stance than the 1098, and kept the pressure off the wrists. Seat to footpeg height was also roomy, however my right heel was cramped by the exhaust shroud when I placed the balls of my feet on the pegs. The word is that Ducati spaced the peg mounts out 10mm from the frame to allow more clearance, but for me it still wasn’t enough. It wasn’t a huge concern on the street, and I adjusted my foot position accordingly. It was a different story on the track however. Moving the footpegs outward decreases the cornering clearance slightly and when combined with the interference from shroud, the toe slider on my new Dainese boots paid the price.
Twisting the throttle on the small Streetfighter produces a spread of very linear power from around 2500 rpm to redline. Just like a good streetfigher should the 848 wheelies easily in first and second gear, although once the limiter kicks in on a fast one, the front end will drop like a sack of potatoes. Tire twisting grunt coming out of the corner is what makes
The Streetfighter 848's Testastretta 11 powerplant had plenty of grunt with a linear power delivery.twins a blast to ride, and this bike is no different. Throttle response was instantaneous yet not abrupt, which was perfectly suited to the tight hairpins that we encountered above Modena.The boost is just enough to be fun without getting out of hand. It really is easy to control the power, but just in case the DTC can be dialed in to help out the ham-fisted. I personally like setting Number Two for street duty. On the track I kept the same setting and never really had any problems with a loss of traction or too much interference. In fact it wasn’t really even noticeable.
The small two-lane, sometime one-lane roads in the hills had everything from billiard table smooth sections to potholes to bumps that could become jumps at the right speed. With such diverse road surfaces, the 848’s suspension would be put to the test. On the less chewed up sections the yellow Ducati handled well, with a balanced feel, but when things began to get bumpy the suspension began to show its weaknesses. Any moderate sized heave in the pavement would induce some squirm. It was most apparent when on the gas coming out of the corner, but really it was more of an annoyance than anything else. With some time to fine tune the Sachs shock and Marzocchi fork setting, mainly spring preload, I think that the squirm could be lessened if not eliminated. On the track the suspension was firmed up considerably and created a rock solid chassis, confirming my thoughts on increasing the preload.
Riding the 2012 Ducati Streetfighter on the track is a blast but the street is where it really shines.On the street, cornering on the Streetfighter 848 was a blast. Effort on the taller bars is light, and flicking into a corner at the appropriate speed is cake. Mid-corner changes were as easy as thinking about it, and even an unexpected decreasing radius turn was not a problem. On the track I struggled with getting the bike to completely drop into the corner, especially in the tight, second-gear corners that required trail-braking all the way into the apex before squirting to the next corner. It seemed that the super-comfortable bars on the street were fighting me for that last bit of lean. The straight bars coaxed me into holding my elbows up like I was on motocross bike. Once I made an effort to drop my elbows the resistance lessened and the track began to flow. I was able to pick up the pace considerably, and the phenomenal grip from the Pirelli Diablo Rosso Corsa tire helped the bike stick like glue. When our track session came to an end, I found myself wanting more time as each lap the bond between me and the Streetfighter improved.
As expected the Brembo brakes performed with poise. The soft-feel sintered pads on the front didn’t have as much initial bite as we’ve become accustomed to, but the power and feel was stellar. Even as the laps counted down on the track, there was zero fade which was surprising on such a tight layout. The rear brake was not as powerful as I would like, and the feel was not on the same level as the front.
Ducati has a hit on its hands with the 2012 Streetfighter 848. Although it’s not the nastiest or most powerful, it is still sexy and pure Italian performance. The fact that it is more manageable for the average Joe and can still coax smiles and bench racing from the fast guys goes to show that more isn’t always better. The concept of a more controllable yet still exciting Streetfighter just makes sense, and the 2012 Streetfighter 848 is proof.
Source: http://www.motorcycle-usa.com/103/11178/Motorcycle-Article/2012-Ducati-Streetfighter-848-First-Ride.aspx
During the marketing and technical presentation the Ducati team stressed the focus on the concept of a friendlier, easier to ride Streetfighter. The target consumer for the 848 is a rider that is not as extreme and is looking for more usability, someone who needs a more confidence inspiring ride. Ducati set out to make that happen with an all new, smaller displacement Streetfighter that would satisfy these criteria and still be a high-performing naked bike.
A 849.4cc version of the Testastretta engine powers the Streetfighter 848. Ducati's DTC system and non-ABS Brembo brakes keep things under control.
A new superbike-derived frame is similar to the 1098 Steetfighter, but has less rake and trail for more stable and confidence inspiring steering traits. The wheelbase is the same as the 1098 at 58.07 inches, but longer than the 848 EVO’s 56.3-inch wheelbase. Attached to the rear of the trellis frame is a new one piece cast aluminum swingarm sprung by a fully adjustable Sachs shock set up for a comfortable ride. Up front 43mm Marzocchi forks with full adjustability handle the imperfect road surfaces that the Streetfighter 848 is expected to see. Both the front and rear are set up softer in spring rate and damping than its 1098 sibling.
As with every Ducati as of late, the Streetfighter 848 comes standard with the Ducati Traction Control system, offering eight levels of adjustment. A full Brembo brake system sans ABS slows the whole kit down with 320mm discs squeezed by radial mounted 4-piston calipers with soft-feel pads in the front. Braking duties in the rear are handled by a single 245mm disc and a 2-piston caliper. We find it a bit interesting that the bike that is aimed at being more usable on the roads doesn’t have ABS as standard equipment.
Ducati set us up just down the road from its headquarters and a stones throw from Ferrari’s factory and testing facilities at the newly constructed Autodromo di Modena. Consisting of 11 turns, the track is ultra-tight with more than its fair share of decreasing-radius second-gear corners that would challenge and even frustrate during the short track sessions. We also rode through the hills above Modena so we could gauge the Streetfighter 848’s performance in the real world. If you can call the picturesque landscape painted with an ever undulating and curving ribbon of asphalt the real world. To me it was more like a dream.
A fully adjustable Sachs shock handles the suspension duties at the rear of the streefighter. Pirelli Diablo Rosso Corsa tires provide grip suitable for street and track usage.
Twisting the throttle on the small Streetfighter produces a spread of very linear power from around 2500 rpm to redline. Just like a good streetfigher should the 848 wheelies easily in first and second gear, although once the limiter kicks in on a fast one, the front end will drop like a sack of potatoes. Tire twisting grunt coming out of the corner is what makes
The Streetfighter 848's Testastretta 11 powerplant had plenty of grunt with a linear power delivery.
The small two-lane, sometime one-lane roads in the hills had everything from billiard table smooth sections to potholes to bumps that could become jumps at the right speed. With such diverse road surfaces, the 848’s suspension would be put to the test. On the less chewed up sections the yellow Ducati handled well, with a balanced feel, but when things began to get bumpy the suspension began to show its weaknesses. Any moderate sized heave in the pavement would induce some squirm. It was most apparent when on the gas coming out of the corner, but really it was more of an annoyance than anything else. With some time to fine tune the Sachs shock and Marzocchi fork setting, mainly spring preload, I think that the squirm could be lessened if not eliminated. On the track the suspension was firmed up considerably and created a rock solid chassis, confirming my thoughts on increasing the preload.
Riding the 2012 Ducati Streetfighter on the track is a blast but the street is where it really shines.
As expected the Brembo brakes performed with poise. The soft-feel sintered pads on the front didn’t have as much initial bite as we’ve become accustomed to, but the power and feel was stellar. Even as the laps counted down on the track, there was zero fade which was surprising on such a tight layout. The rear brake was not as powerful as I would like, and the feel was not on the same level as the front.
Ducati has a hit on its hands with the 2012 Streetfighter 848. Although it’s not the nastiest or most powerful, it is still sexy and pure Italian performance. The fact that it is more manageable for the average Joe and can still coax smiles and bench racing from the fast guys goes to show that more isn’t always better. The concept of a more controllable yet still exciting Streetfighter just makes sense, and the 2012 Streetfighter 848 is proof.
Source: http://www.motorcycle-usa.com/103/11178/Motorcycle-Article/2012-Ducati-Streetfighter-848-First-Ride.aspx
Sunday, April 12, 2009
Ducati Streetfighter Performance Parts Listed
We’ve just finished adding the new Ducati Performance Catalog for the 2009 Ducati Streetfighter to our website. See all of the items here: Ducati Streetfighter Performance Parts at store.commoto.com
Some items are already avilable and others won’t be until the bikes are released, but this will help you plan your modifications so you can be ready when your bike arrives!
ACCESSORIES
Ducati 1098, 1198, Streetfighter Slider Set Front Axle 96630808B
Ducati 1098, 1198, Streetfighter Slider Set Rear Axle 96630708B
Ducati Billet Aluminum Bar End Weights 966320AAA
Ducati Billet Aluminum Oil Fill Plug 96853208B
Ducati Streetfighter Aluminum Filler Plug Quick Turn 96782710B
Ducati Streetfighter Aluminum Number Plate Holder 96781110B
BODYWORK
Ducati New Style Carbon Sprocket Cover 96983607B
Ducati Streetfighter Carbon Belt Guard Kit 96998309B
Ducati Streetfighter Carbon Front Mudguard 96997809B
Ducati Streetfighter Carbon Ignition Switch Frame 969A00510B
Ducati Streetfighter Carbon Instrument Panel Cover 96999610B
Ducati Streetfighter Carbon Oversize Air Intake Tubes 969A00410B
Ducati Streetfighter Carbon Passenger Seat Cover 96998209B
Ducati Streetfighter Carbon Rear Mudguard 96997709B
Ducati Streetfighter Carbon Undertank Side Panels 96997909B
Ducati Streetfighter Carbon Swingarm Protector 96998309B
CLUTCH
Ducati Tecno Billet Aluminum Clutch Cover 968534AAA
Ducati Billet Aluminum/Carbon Clutch Cover 969943AAA
Ducati Billet Slotted Clutch Cover 96848107B
Ducati Carbon Full Clutch Cover 969023AAA Motorcycles
Ducati Carbon Half Clutch Cover 96924800B Motorcycles
Ducati Carbon Vented Clutch Cover 96982507B
Ducati Performance Billet New Style Clutch Cover 97084BAAA
Ducati Performance Complete Set of Clutch Plates 964060AAA
Ducati Folding Brake/Clutch Lever Kit 96849908B
Ducati Pressure Plate for Dry Clutch 968454AAA
Ducati Pressure Plate Radial 96857008B Motorcycles
Ducati Pressure Plate Self Venting 96856808B
Ducati Billet Clutch Slave Cylinder 96851608B
Ducati Performance Racing Slipper Clutch 968317AAB
Ducati Performance Street Slipper Clutch 968318AAB
ELECTRICAL
Ducati Automatic Battery Charger 96769508B
Ducati Bluetooth Intercom System 981553000
Ducati DDA System Marelli DP28620401B Motorcycles
Ducati Disc Locking Padlock with Alarm 96769908B
Ducati Performance Tire Warmers 96519107B Motorcycles
Ducati Powershift Electronic Shifter 966321AAA
Ducati Streetfighter AntiTheft System 96781310B
Ducati Streetfighter LED Turn Indicators 96637610B
EXHAUST SYSTEMS
Ducati Streetfighter S Termignoni Carbon Full Exhaust 96455010B
Ducati Streetfighter S Termignoni Carbon Silencers 96455210B
Ducati Streetfighter S Termignoni Titanium Silencers 96455110B
Ducati Streetfighter Termignoni Carbon Full Exhaust 96454810B
Ducati Streetfighter Termignoni Carbon Silencers 96454710B
Ducati Streetfighter Termignoni Titanium Silencers 96454610B
FINAL DRIVE
Ducati 1098/1198/Streetfighter Rear Sprocket 520 Pitch DU49411261AE
Ducati 1098/1198/Streetfighter Rear Sprocket 525 Pitch 96847807B
Ducati 520/525 14/15T Drilled Front Sprocket 96839402B
Ducati Chain Joining Tool DP887132562 Motorcycles
Ducati performance Chain in Red or Gold 968331AAA
HAND CONTROLS
Ducati Folding Brake/Clutch Lever Kit 96849908B
Ducati Streetfighter Quick Turn Throttle 96635610B
SUSPENSION
Ducati 848/1098/1198/SF Ohlins DU511 Rear Shock DU36520751A
Ducati Streetfighter Ohlins Front Fork Kit 96856210B
TOURING
Ducati Multipurpose Elastic Net 967415AAA
Ducati Streetfighter Bike Cover 96782310B Motorcycles
Ducati Streetfighter Fuel Tank Protector Carbon 96999810B
Ducati Streetfighter Fuel Tank Protector Clear 96782010B
Ducati Streetfighter Racing Seat 96999510B
Ducati Streetfighter Rear Bag for Passenger Seat 96781510B
Ducati Streetfighter Soft Tank Bag 96781610B
Ducati Tire Repair Kit 96847006B Motorcycles
WHEELS
Ducati 1098/1198/Streetfighter BST Carbon Fiber Wheels 96993708B
Ducati 1098/1198/Streetfighter Forged Aluminum Wheels 96848907B
Ducati 1098/1198/Streetfighter Forged Magnesium Wheels 96849007B
Friday, April 10, 2009
2010 Ducati Streetfighter Specs
Engine: Liquid-cooled 1099cc L-Twin, 4 val. DOHC
Bore x Stroke: 104 x 64.7mm
Compression Ratio: 12.4:1
Fuel Delivery: Marelli fuel-injection
Horsepower: 155hp @ 9500 rpm (claimed)
Torque: 85 lb-ft @ 9500 rpm (claimed)
Clutch: Dry; Multi-plate; Hydraulic actuation
Transmission: 6-speed; Chain final drive
Frame: Steel-Trellis
Front Suspension: Showa 43mm inverted fork, 3-way adjustable for preload, compression and rebound; 5.0 in. travel; S Model: Ohlins 43mm inverted fork with TiN; 3-way adjustable; 4.7 in. travel
Rear Suspension: Showa gas-charged shock, 3-way adjustable for spring preload, compression and rebound; 5.0 in. travel; S Model: Ohlins gas-charged shock, 3-way adjustable; 5.0 in. travel
Front Brakes: 330mm discs with radial-mount Brembo four-piston monobloc calipers
Rear Brake: 245mm disc, twin-piston caliper
Tires: Pirelli Diablo Corsa III 120/70R17 190/55R17
Dry Weight: 373 lbs; S Model: 368 lbs. (claimed)
Wheelbase: 58.1 in.
Length: 83.5 in.
Rake: 25.6-deg,
Seat Height: 33.3 in.
Fuel Capacity: 4.4 gal.
MSRP: $14,995; S Model: $18,995
Warranty: Two year
Colors: Red, Pearl White; S Model: Red, Midnight Black
2010 Ducati Streetfighter First Ride
For good or bad, first assumptions are an integral part of decisions. It’s why you first choose to date that girl you met at the bar and the reason why you lust after that low slung coupe resting inside the showroom. The motorcycle world is no different, thus I had already made up my mind on the all-new 2010 Ducati Streetfighter.
Based on available info, like many I presumed that the Streetfighter was nothing more than a stripped down and restyled version of the Ducati 1098 Superbike. But after a day spent flogging (and crashing) it at what’s become my No. 1 favorite racetrack of all-time, the Ascari Race Resort in southern Spain, boy was I wrong…
It’s What’s Inside that Counts
Most parents recite this and Italian folks are no different, so it’s no surprise that the heart of the Streetfighter is Ducati’s tried-and-true liquid-cooled 1099cc L-Twin engine as used in the 2008 Ducati 1098 Superbike. The Streetfighter, however, benefits from a new vacuum die-cast manufacturing process (first introduced on the 2008 Ducati 848) allowing for a lighter crankcase without compromising its strength.
The cylinders use the same 104 x 64.7mm bore/stroke dimensions as the 1098. The cylinder head is also the same, making use of four 42mm intake valves and an equal number of 34mm exhaust valves controlled via Ducati’s unique Desmodromic valve actuation system.
Fueling the engine is a pair of Marelli fuel injectors that pump fuel into elongated oval-shaped throttle bodies. The injectors receive fresh air via a modified air tract that is required due to the Streetfighter’s unique front facia design. The results is a claimed five horsepower decrease in power output.
The new Ducati Streetfighter sources a near identical liquid-cooled L-Twin as the 1098 Superbike, with the Streetfighter sporting twin shotgun-style pipes. Combustion remnants are passed though a 1mm-thick, 2-into-1-into-2 steel exhaust system, which exits via twin stainless-steel shotgun style mufflers on the right side of the motorcycle. Within the pipes, a pair of sensors read exhaust gases to ensure proper fuel mapping. An electronically-controlled valve inside the mid-section further aids performance and also keeps noise to a reasonable level at lower RPMs. One downside to the exhaust design is it requires the removal of the mufflers before taking off the rear wheel.
If you’ve ever peeled off the side body panels on a 1098 Superbike you’ll be surprised by how many hoses and wires are hidden behind the panel. Since the Streetfigher has no side body panels it can’t afford the same luxury. Therefore, Ducati engineers devoted tremendous attention to carefully hiding potential eyesores.
In doing so, a redesigned engine cooling system was engineered specially with aesthetics in mind. Where the 1098/1198 Superbike makes use of a radiator and an oil-cooler, the Streetfighter uses twin curved black radiators stacked atop each other. Additionally, a water-to-oil heat exchanger is tucked behind the lower radiator.
Last but not least, the right-side clutch cover is now constructed from magnesium and the left-side covers are painted carbon-grey. Capping it off are stylized carbon-fiber cam belt covers that come standard on the up-spec S model (the base Streetfigher’s are black plastic).
The rest of the Streetfighter powertrain, including the close-ratio six-speed transmission, final drive gearing (sprocket sizes) and dry multi-plate hydraulic clutch remain the same as the 1098/1198 Superbikes.
The Streetfighter utlizes a steel trellis frame, Showa suspension (Ohlins on higher-spec S) and Brembo brakes. The Streetfighter’s chassis is comprised of a black steel-Trellis frame (the S model gets a bronze painted frame) that appears identical to the 1098/1198 Superbike. The key difference, however, is the Streetfighter’s makes use of less aggressive steering geometry (25.6-degree rake compared to the 1098/1198’s 24.5-degree). The lower fork triple-clamp is also sturdier and of a unique shape while the black-anodized single-sided swingarm is 35mm longer compared to the Superbike, extending the wheelbase to 58.1 inches. Also new are the Graphite Grey 10-spoke Marchesini aluminum-alloy wheels.
Suspension components including: fork, shock, adjustable rear linkage and steering damper are identical as the outgoing 1098 Superbike. Up front a Showa 43mm inverted fork is 3-way adjustable for spring preload, compression and rebound. The equally adjustable rear shock absorber is also manufactured Showa.
The up-spec S model takes things a step further by replacing the Showa pieces with equally adjustable Ohlins components as well as substituting lighter, bronze-painted 5-spoke forged aluminum Marchesini wheels. Both models utilize Pirelli’s versatile street/trackday Super Corsa III rubber in sizes 120/70-17 front and 190/55-17 rear.
Similar to Ducati’s other high-end motorcycles, the Streetfighter sources high-performance brakes from Italian partner, Brembo. Up front, a pair of radial-mount monobloc calipers latch onto 330mm rotors. A radial-mount master cylinder (with adjustable lever position) powers the set-up through stainless-steel brake lines. A 245mm braking disc with a twin-piston caliper handles rear braking duties.
Next to its chassis, perhaps the biggest difference between the Streetfighter and its Superbike brethren is in the ergonomics department. Most notable is its use of a standard aluminum handlebar, which reduces the rider's stretch from the seat to the handlebar. The seat itself is also thicker, which translates into more legroom for the rider.
Looks are Everything
Readers are no strangers to the Streetfighter's styling, the sleek-looking Ducati making its debut late last year. Next to sheer performance, aesthetics rank high on a Ducati engineer’s list when crafting a new masterpiece. Yet again, they’ve managed to hit a homerun in the styling department. If you look closely at the front facia, the twin air intakes and LED running lights are located in the same position as the Superbike. Above, a larger halogen head light is flanked by sleek-looking stalk-mount turn signals. Also new are the stylized fluid reservoirs, and its smaller switchgear not only look cooler, they function more intuitively too.
A fresh-looking instrument display stays in theme with the slimmer handlebar-mounted switchgear. By default the display provides speed information digitally, while rpms are displayed in a bar graph style from left-to-right. Additional functionality, including time, ambient air/coolant temperature, battery voltage, and trip meters, can be accessed via the left-hand handlebar-mounted switch. The S model adds additional functionality with its standard Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) feature. The dash unit also incorporates various warning lights (neutral, turn signals, high beam, rev limit, low oil pressure, fuel reserve and DTC intervention status (on S model), as well as scheduled maintenance.
Besides from some very subtle differences, the front fender, fuel tank, and rear tail section all resemble the 848/1098/1198. However, the Streetfighter makes use of LED lighting components below the main headlight and within the taillight.
The Ducati Streetfighter riding position is less agressive but still hints to its sportbike style and heritage.
Sum of its Components?
On paper, you’d think that sharing many major technical components with its Superbike lineage would translate into essentially the same performance on the Streetfighter. And while there are many similarities, especially in terms of its drivetrain, when it comes to its handling, this is where these motorcycles differ most.
Sit on the motorcycle and the first thing you notice is its racy, forward slanted riding position. It’s not nearly as aggressive as the Superbike, yet it’s still at such a level you know you’re not riding around on a cruiser. Like the Ducati Superbikes, the Streetfighter feels exceptionally slim between your legs. Roll around at parking lot speeds, however, and you’ll notice how it is much less daunting to operate compared to the Superbike—a definite plus on the street.
As you roll out of pit lane and onto Ascari’s 3.3-mile, 26-turn road course, the Streetfighter feels relaxed and less twitchy than the Superbike. As soon as you crack the throttle a tremendous wave of torque greets you. But with its slightly longer wheelbase, controlling that power wheelie feels a little friendlier.
Even with its longer wheelbase, getting the front wheel off the ground is too easy. Stay in the power and you’ll be thrust forward with the immediate traction only a big-bore Twin can deliver. Despite its claimed five horsepower loss (due to redesigned ram-air intake tract) you won’t notice a difference. Yet, engine fueling remains both smooth and precise, while power increases in a progressive manner before the rev limiter cuts in abruptly at 10,200 rpm.
First gear is on the tall side which is great on the track but will require more clutch finesse when leaving the stoplight on the street. The remaining five gears feel especially close to one another, which work in unison with the absurd amount of engine torque to keep you accelerating forward in any gear.
Although Ascari’s surface is almost bowling-alley-lane smooth, the Streetfighter barely shows any hint of instability through the handlebars. Quite an accomplishment considering the 30-mph crosswind gusts as you motor down one of Ascari’s two straightaway sections.
I could blame it on the crosswinds, but the Streetfighter requires just a hair more effort at the turn-in point. By no means has the “relaxed” steering geometry comprised handling, it just doesn’t feel as sharp as the racetrack-oriented Superbike.
With the Ohlin’s components, the Streetfighter settles quickly into the corner. It feels balanced and delivers considerable amount of feel despite the relatively stiff construction of the Pirelli Corsa III rubber. It also has an adequate amount of adjustment to compensate for riders unique size and skill level.
The higher-spec Ohlins suspension components found on the Streetfighter S were well-suited to track work.
For some, (myself included) slowing down is one of the most entertaining elements of a ride. And with the voracious stopping power of the brakes, you’ll find yourself dive bombing into corners faster than you probably should. Fortunately, that speed-shedding power comes with an absurd amount of lever feel which makes it that much easier. One aspect that can still be improved on however is the rear tire’s tendency to chatter when slowing aggressively. Working the clutch smoothly can mask the problem; nonetheless a slipper-clutch would cure the issue for good.
Perhaps one of the most exciting features of the new Streetfighter S model is its employment of Ducati’s proprietary traction control system. Engineered based on technology used within Ducati Corse’s world-wide racing efforts, the DTC system uses independent wheel speed sensors to determine if the rear wheel is spinning, signifying a loss in traction. If a loss of traction is detected, the ECU then reduces engine power until traction is restored. Eight separate rider-adjustable profiles (1 being the lowest, 8 the highest) instruct the ECU on how much tire spin is tolerated.
Road Test Editor Waheed tests the abrasion resistance of his Alpinestars gear... And it passed. Ducati had set our bike with a DTC baseline setting of six. On the warm-up lap, if you looked at the dash, you’d notice the red traction control activation light, yet you wouldn’t notice any rough engine running or pause in acceleration like you would on a non-wheel speed sensor equipped traction control system. The system also has logic to allow you to still pull wheelies without any intervention—another big plus.
In fact, with the system enabled, we didn’t notice the rear tire spin at all, which in itself is a testament to its effectiveness, especially when you consider how much power it puts down (approximately 135 at the wheel). Now if Ducati could just somehow discover a way to prevent the front wheel from losing traction…
So Is the Streetfighter for You?
Despite not actually riding the Streetfighter on the street (Ducati cited safety reasons, and after driving around in Europe
The Ducati Streetfighter may not be a true track motorcycle but it is still fun to fly though the corners - at Ascari or any circuit for that matter. for the last few days you can’t blame them), for me I’d still take a 1098/1198 Superbike.
However, based on its more inviting ergonomics and kinder parking-lot speed manners, we think it will be much better suited for life in the city and will allow riders wishing to experience the unadulterated joy of Ducati Superbike ownership without all the associated flash of a “crotch-rocket”.
Nonetheless, its tall first-gear and slightly grabby clutch might dissuade potential riders from use on the streets. Yet it’s what makes this motorcycle feel like a true Ducati racebike, and the primary reason many continue to gravitate towards the brand.
It’s also important to note that at $14,995 in base trim, the Streetfighter costs $1505 less than its Superbike equivalent. Better yet, the $18,995 Streetfigther S costs $2800 less than an 1198 S. And still you get all the trick goodies (Ohlins suspension, lighter wheels, DDA, DTC, carbon fiber front fender and belt covers), making it quite a bargain for a motorcycle packed with that much performance and technology. Thus, if you’re looking for the fastest, most high-performance streetfighter motorcycle, without a doubt the Ducati Streetfighter is it. Interested in making one yours? Within the U.S. the bike should arrive in your local dealership circa mid-May 2009.
Based on available info, like many I presumed that the Streetfighter was nothing more than a stripped down and restyled version of the Ducati 1098 Superbike. But after a day spent flogging (and crashing) it at what’s become my No. 1 favorite racetrack of all-time, the Ascari Race Resort in southern Spain, boy was I wrong…
It’s What’s Inside that Counts
Most parents recite this and Italian folks are no different, so it’s no surprise that the heart of the Streetfighter is Ducati’s tried-and-true liquid-cooled 1099cc L-Twin engine as used in the 2008 Ducati 1098 Superbike. The Streetfighter, however, benefits from a new vacuum die-cast manufacturing process (first introduced on the 2008 Ducati 848) allowing for a lighter crankcase without compromising its strength.
The cylinders use the same 104 x 64.7mm bore/stroke dimensions as the 1098. The cylinder head is also the same, making use of four 42mm intake valves and an equal number of 34mm exhaust valves controlled via Ducati’s unique Desmodromic valve actuation system.
Fueling the engine is a pair of Marelli fuel injectors that pump fuel into elongated oval-shaped throttle bodies. The injectors receive fresh air via a modified air tract that is required due to the Streetfighter’s unique front facia design. The results is a claimed five horsepower decrease in power output.
The new Ducati Streetfighter sources a near identical liquid-cooled L-Twin as the 1098 Superbike, with the Streetfighter sporting twin shotgun-style pipes.
If you’ve ever peeled off the side body panels on a 1098 Superbike you’ll be surprised by how many hoses and wires are hidden behind the panel. Since the Streetfigher has no side body panels it can’t afford the same luxury. Therefore, Ducati engineers devoted tremendous attention to carefully hiding potential eyesores.
In doing so, a redesigned engine cooling system was engineered specially with aesthetics in mind. Where the 1098/1198 Superbike makes use of a radiator and an oil-cooler, the Streetfighter uses twin curved black radiators stacked atop each other. Additionally, a water-to-oil heat exchanger is tucked behind the lower radiator.
Last but not least, the right-side clutch cover is now constructed from magnesium and the left-side covers are painted carbon-grey. Capping it off are stylized carbon-fiber cam belt covers that come standard on the up-spec S model (the base Streetfigher’s are black plastic).
The rest of the Streetfighter powertrain, including the close-ratio six-speed transmission, final drive gearing (sprocket sizes) and dry multi-plate hydraulic clutch remain the same as the 1098/1198 Superbikes.
The Streetfighter utlizes a steel trellis frame, Showa suspension (Ohlins on higher-spec S) and Brembo brakes.
Suspension components including: fork, shock, adjustable rear linkage and steering damper are identical as the outgoing 1098 Superbike. Up front a Showa 43mm inverted fork is 3-way adjustable for spring preload, compression and rebound. The equally adjustable rear shock absorber is also manufactured Showa.
The up-spec S model takes things a step further by replacing the Showa pieces with equally adjustable Ohlins components as well as substituting lighter, bronze-painted 5-spoke forged aluminum Marchesini wheels. Both models utilize Pirelli’s versatile street/trackday Super Corsa III rubber in sizes 120/70-17 front and 190/55-17 rear.
Similar to Ducati’s other high-end motorcycles, the Streetfighter sources high-performance brakes from Italian partner, Brembo. Up front, a pair of radial-mount monobloc calipers latch onto 330mm rotors. A radial-mount master cylinder (with adjustable lever position) powers the set-up through stainless-steel brake lines. A 245mm braking disc with a twin-piston caliper handles rear braking duties.
Next to its chassis, perhaps the biggest difference between the Streetfighter and its Superbike brethren is in the ergonomics department. Most notable is its use of a standard aluminum handlebar, which reduces the rider's stretch from the seat to the handlebar. The seat itself is also thicker, which translates into more legroom for the rider.
Looks are Everything
Readers are no strangers to the Streetfighter's styling, the sleek-looking Ducati making its debut late last year.
A fresh-looking instrument display stays in theme with the slimmer handlebar-mounted switchgear. By default the display provides speed information digitally, while rpms are displayed in a bar graph style from left-to-right. Additional functionality, including time, ambient air/coolant temperature, battery voltage, and trip meters, can be accessed via the left-hand handlebar-mounted switch. The S model adds additional functionality with its standard Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) feature. The dash unit also incorporates various warning lights (neutral, turn signals, high beam, rev limit, low oil pressure, fuel reserve and DTC intervention status (on S model), as well as scheduled maintenance.
Besides from some very subtle differences, the front fender, fuel tank, and rear tail section all resemble the 848/1098/1198. However, the Streetfighter makes use of LED lighting components below the main headlight and within the taillight.
The Ducati Streetfighter riding position is less agressive but still hints to its sportbike style and heritage.
Sum of its Components?
On paper, you’d think that sharing many major technical components with its Superbike lineage would translate into essentially the same performance on the Streetfighter. And while there are many similarities, especially in terms of its drivetrain, when it comes to its handling, this is where these motorcycles differ most.
Sit on the motorcycle and the first thing you notice is its racy, forward slanted riding position. It’s not nearly as aggressive as the Superbike, yet it’s still at such a level you know you’re not riding around on a cruiser. Like the Ducati Superbikes, the Streetfighter feels exceptionally slim between your legs. Roll around at parking lot speeds, however, and you’ll notice how it is much less daunting to operate compared to the Superbike—a definite plus on the street.
As you roll out of pit lane and onto Ascari’s 3.3-mile, 26-turn road course, the Streetfighter feels relaxed and less twitchy than the Superbike. As soon as you crack the throttle a tremendous wave of torque greets you. But with its slightly longer wheelbase, controlling that power wheelie feels a little friendlier.
Even with its longer wheelbase, getting the front wheel off the ground is too easy.
First gear is on the tall side which is great on the track but will require more clutch finesse when leaving the stoplight on the street. The remaining five gears feel especially close to one another, which work in unison with the absurd amount of engine torque to keep you accelerating forward in any gear.
Although Ascari’s surface is almost bowling-alley-lane smooth, the Streetfighter barely shows any hint of instability through the handlebars. Quite an accomplishment considering the 30-mph crosswind gusts as you motor down one of Ascari’s two straightaway sections.
I could blame it on the crosswinds, but the Streetfighter requires just a hair more effort at the turn-in point. By no means has the “relaxed” steering geometry comprised handling, it just doesn’t feel as sharp as the racetrack-oriented Superbike.
With the Ohlin’s components, the Streetfighter settles quickly into the corner. It feels balanced and delivers considerable amount of feel despite the relatively stiff construction of the Pirelli Corsa III rubber. It also has an adequate amount of adjustment to compensate for riders unique size and skill level.
The higher-spec Ohlins suspension components found on the Streetfighter S were well-suited to track work.
For some, (myself included) slowing down is one of the most entertaining elements of a ride. And with the voracious stopping power of the brakes, you’ll find yourself dive bombing into corners faster than you probably should. Fortunately, that speed-shedding power comes with an absurd amount of lever feel which makes it that much easier. One aspect that can still be improved on however is the rear tire’s tendency to chatter when slowing aggressively. Working the clutch smoothly can mask the problem; nonetheless a slipper-clutch would cure the issue for good.
Perhaps one of the most exciting features of the new Streetfighter S model is its employment of Ducati’s proprietary traction control system. Engineered based on technology used within Ducati Corse’s world-wide racing efforts, the DTC system uses independent wheel speed sensors to determine if the rear wheel is spinning, signifying a loss in traction. If a loss of traction is detected, the ECU then reduces engine power until traction is restored. Eight separate rider-adjustable profiles (1 being the lowest, 8 the highest) instruct the ECU on how much tire spin is tolerated.
Road Test Editor Waheed tests the abrasion resistance of his Alpinestars gear... And it passed.
In fact, with the system enabled, we didn’t notice the rear tire spin at all, which in itself is a testament to its effectiveness, especially when you consider how much power it puts down (approximately 135 at the wheel). Now if Ducati could just somehow discover a way to prevent the front wheel from losing traction…
So Is the Streetfighter for You?
Despite not actually riding the Streetfighter on the street (Ducati cited safety reasons, and after driving around in Europe
The Ducati Streetfighter may not be a true track motorcycle but it is still fun to fly though the corners - at Ascari or any circuit for that matter.
However, based on its more inviting ergonomics and kinder parking-lot speed manners, we think it will be much better suited for life in the city and will allow riders wishing to experience the unadulterated joy of Ducati Superbike ownership without all the associated flash of a “crotch-rocket”.
Nonetheless, its tall first-gear and slightly grabby clutch might dissuade potential riders from use on the streets. Yet it’s what makes this motorcycle feel like a true Ducati racebike, and the primary reason many continue to gravitate towards the brand.
It’s also important to note that at $14,995 in base trim, the Streetfighter costs $1505 less than its Superbike equivalent. Better yet, the $18,995 Streetfigther S costs $2800 less than an 1198 S. And still you get all the trick goodies (Ohlins suspension, lighter wheels, DDA, DTC, carbon fiber front fender and belt covers), making it quite a bargain for a motorcycle packed with that much performance and technology. Thus, if you’re looking for the fastest, most high-performance streetfighter motorcycle, without a doubt the Ducati Streetfighter is it. Interested in making one yours? Within the U.S. the bike should arrive in your local dealership circa mid-May 2009.
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