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2013 Ducati 848 EVO SE Supersport Shootout Photo Gallery

Ducati wants a piece of the Supersport pie with its race-bred 848 EVO. Find out more in the 2013 Ducati 848 EVO Supersport Comparison.

2013 Supersport Shootout X – Horsepower comparison chart.
Supersport Shootout X - Torque comparison chart.
A long fuel tank increases the reach to the handlebar. If you’re shorter than average rider the 848’s ergonomics could make it tough to ride on track.
As usual the Ducati’s Brembo monoblocs offered more than enough stopping power. However its awkward handling equaled slow lap times so it was challenging to get an accurate assessment.
The Ducati’s rear suspension works well but it failed to elicit the type of praise it’s received in past years due to sluggish handling manners.
2013 Ducati 848 EVO Corse SE.
The Ducati 848 rides so tall in the front that it is hard to steer into corners unless you apply a fair degree of front brake pressure which in turn kills your mid corner speed.
The MV Agusta’s electronics still need some fine tuning. Throttle response was the least well calibrated of the group making it more challenging to ride.
Our smallest tester, Jen Ross Dunstan complained that the Ducati feels ‘too big’. It was her least favorite bike in this contest.
The Ducati’s new EVO-spec, top-end biased powerband actually made it more difficult to ride at Chuckwalla. It has lost its signature mid-range power for a more Inline Four like top-end. Problem is that its top end is so narrow that it’s really hard to keep the bike on the pipe.
The drivetrain continues to be one of the weak links for the 848. The gearbox feels sloppy even with the quickshifter.
The 848’s drive gearing has big gaps especially between second, third and fourth gears which hurt it during acceleration.
Top end power is strong but is simply too narrow making it not as useable as some of the other bike in this contest.
Once again the 848 was the heaviest on the scales. It felt that way on track, too and was the most heavy feeling bike in the test.
The 848 EVO’s ergonomics are the most demanding of the bunch. While they function well at an 8/10th and above pace, anything below that makes the bike feel clumsy and awkward.
No doubt the 848 EVO’s brakes have plenty of stopping power. Only problem is they aren’t as friendly to modulate as the set-ups on some of the other bikes.
We still dig the look of the 848 especially in its Corse Special Edition colorway however it is starting to look dated in face of newer bikes like the MV Agusta.
The Ducati was the heaviest bike of the group and it certainly felt that way in turns with it requiring considerable more steering effort.
The Ducati’s EVO-spec motor trades the 848’s signature tidal wave of mid-range torque for peaky top-end power. This negates the benefits of an V-Twin engine and makes it more challenging to ride on the street.
The Ducati carries its weight higher in the chassis equating to a top heavy feel.
The EVO’s quickshifter boost acceleration performance and helps reduce the likelihood of missed upshifts. However its gearbox has a sloppy feel and is missing a slipper clutch.
The 848’s chassis delivers a more jarring ride as compared to the Japanese bikes making it less comfortable to ride all-day.
The 848 had the heaviest clutch lever pull of the group. It also felt grabby and was the second most difficult to launch with exception to MV’s F3.
The 848 EVO comes standard with an eight-way adjustable traction control - a nice safety feature on the street.