Ducati's Middleweight 848 Is Like A Motorcycle Exercise Machine

By JONATHAN WELSH

Ducati designs motorcycles with racing in mind, so power, light weight and agile handling tend to crowd out characteristics like comfort.

As a result, some models have seemed more like torture racks, suited for only the most dedicated, physically fit and perhaps masochistic riders. But the new Ducati 848 is different. It has a milder demeanor than the company's larger, more powerful models and is meant to be easier to ride and more practical for street use.

Given the 848's racy looks, thinly padded seat and still remarkable output of 134 horsepower (more than my car), I wondered how comfortable such a bike could be.

In two weeks and a couple hundred miles of riding, the 848 was easier to ride – and ride well – than its larger sibling, the 1098, I rode a year ago. The 1098 was clearly designed for racetrack speeds and riding on the road rarely necessitated shifting above third gear.

I found the 848's first gear still too tall for street riding. Around-town speeds rarely warranted an upshift, so I wound up lingering in first gear where it is difficult to ride smoothly. This machine wasn't meant for dawdling. Once under way, the Ducati wants the rider to find the shortest route to an open road.

At 369 pounds the 848 is light for a sport motorcycle and easy to handle in traffic, so riding to work or on the occasional errand isn't far fetched, but storage space is almost nil. The Ducati came into its element when I donned leathers and found a long, twisty route that tested its speed and agility.

Ducati

Ducati's 848

The bike was a little hesitant on cold mornings, usually firing up on the second or third push on the starter button. The two-cylinder engine, in Ducati's signature "L-twin" layout, has an endearingly choppy, growling idle. The six-speed transmission feels appropriately mechanical and requires slightly more effort to shift than other bikes.

Acceleration is brisk and comes with a gruff rumble from the dual exhaust pipes. At higher speeds the engine has the sound of a heavy zipper or perhaps ripping fabric. It's a pleasing howl that urged me to delay shifting to a higher gear.

The Ducati isn't much fun on highways, but excels when it is leaned over as often as possible, so my tight, winding loop of about 80 miles with few traffic lights was ideal.

The 848 fit most of my six-foot-one-inch frame nicely, but the combination of a low seat, high foot pegs and low handlebars squeezed me into a classic racing crouch that looked good but brought out a some new aches and pains. When riding above 50 mph, the blast of air propped me up and made the ride feel more balanced and comfortable.

The exhaust pipes look great tucked under the seat, but got very hot when I was stuck in traffic. Both the 848 and I were coolest and happiest when moving quickly.

Ducati is known for its racing bikes, which have won numerous international titles, but sales of street bikes keep the company going. The 848, while not the most powerful or exotic bike the Bologna-based company makes, is important to its continued success. It is aimed at the middleweight market where bikes offer a high level of performance at a lower cost and smaller, more manageable size than the most powerful models. With a sticker price of $13,495 the Ducati costs thousands more than other middleweight bikes like the Yamaha R6, Suzuki GSX-R750, Honda Interceptor and BMW F 800 S. But the cachet that goes with the Ducati name and the Italian styling are a strong draw.

Still, there are two ways to define comfort: Ducati's way and everyone else's. For Ducati, any bike you can ride for more than an hour without significant pain in the wrists back and legs qualifies as comfortable. And the 848 is fine as long as you don't plan all day rides.

The 848 is more like a piece of workout equipment than transportation. Though easier to ride than the most powerful sport bikes, it's still demanding. Its precise handling can highlight a rider's mistakes. Still, that can sharpen a rider's skills as well, from shifting gears properly to finding the smoothest, fastest line through a corner.

A week in the saddle made me look and feel like a better, more confident rider even if I had to put up with sore knees and wrists.

Write to Jonathan Welsh at jonathan.welsh@wsj.com