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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.

Slideshow
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2013 Supersport Shootout X – Horsepower comparison chart.
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Supersport Shootout X - Torque comparison chart.
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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.
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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.
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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.
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2013 Ducati 848 EVO Corse SE.
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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.
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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.
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Our smallest tester, Jen Ross Dunstan complained that the Ducati feels ‘too big’. It was her least favorite bike in this contest.
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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.
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The drivetrain continues to be one of the weak links for the 848. The gearbox feels sloppy even with the quickshifter.
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The 848’s drive gearing has big gaps especially between second, third and fourth gears which hurt it during acceleration.
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Top end power is strong but is simply too narrow making it not as useable as some of the other bike in this contest.
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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.
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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.
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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.
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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.
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The Ducati was the heaviest bike of the group and it certainly felt that way in turns with it requiring considerable more steering effort.
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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.
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The Ducati carries its weight higher in the chassis equating to a top heavy feel.
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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.
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The 848’s chassis delivers a more jarring ride as compared to the Japanese bikes making it less comfortable to ride all-day.
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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.
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The 848 EVO comes standard with an eight-way adjustable traction control - a nice safety feature on the street.