Turn-key production superbikes and supersports are, as the name suggests, all about the race track. Though they are great as street bikes, they could be better suited to the different demands of the street in contrast to the race track.

The current crop of superbikes are sharper, slimmer and meaner then ever before – they make GP bikes from five years ago look porky. While today’s superbikes might be perfect for production racing, and a lot of fun to ride on the road, they are too much motorcycle for the average road rider. Their best characteristics are found at speeds that are an easy way to go to prison.

The current array of supersport engine characteristics are better suited for road riding than a superbike. But they are revvy and keeping them revving requires more use of a gearbox than is acceptable. Like on a superbike, you’ll never explore the best of a supersport’s performance on the road.

Image: Alex Gobert.

Put simply, racing-defined capacities supersports and superbikes are built on don’t allow for engine characteristics ideal for road riding. On the street you need a balance of performance, usability and economy.

By ditching any aspirations of Supersport racing success Ducati grew its 749 to create the 848. In doing so they built a motorcycle that had the ideal engine characteristics for the road and evolved their already great-handling chassis package. The 848 was the complete package: the engine was a balance of useable power like a supersport with the additional punch of a superbike down low and more than enough power at speed.

Building the 848 Streetfighter was simple: Ducati stripped the bodywork off the 848 in 2012, just as they had done with the 1098 a few years earlier, and thrown on a handlebar. The 848 Streetfighter followed on from the 1099cc 1098 Streetfighter – too much nakedbike for most road riders and in recent years became a model you could get by special order only signifying the demand for such a highly-strung, high-performance product like it wasn’t huge.

On the flip side, the 848 Streetfighter was a popular choice. The engine and chassis was provided more purposeful performance characteristics for riding on the road with slightly relaxed ergonomics and geometry that isn’t too far removed from Ducati’s superbikes.

Image: Alex Gobert.

With the 848 discontinued on the release of the 899 Panigale, the 848 Streetfighter still runs the 11-degree Testastretta engine. The 11-degree Testastretta finds itself in a lot of Ducati’s machines intended primarily for the street. The ‘11-degree’ refers to the amount of crank rotation with inlet and exhaust valves open – valve overlap. With less overlap than before the eight-valver is smoother, has a more useable torque curve and better economy at low rpm.

These characteristics of the 11-degree Testastretta are something the sees the big twins moving away from the inherent lumpiness of the superbike-derived engine. The engine dimensions are identical to the previous 848 Streetfighter though a bigger rear sprocket than the 848 gets the nakedbike moving quicker from low road speed.

Throwing out the sort of power typical of a four-cylinder superbike of a few years ago, the low rpm power delivery is where this engine has improved in leaps and bounds. Strong in its power delivery, the engine is fast and responsive in the top-end too. This spectrum makes it a bike you can ride everyday on the road and also on the occasional trackday.

Another big plus of the 11-degree Testastretta is that the less aggressive valve work sees service intervals on the top-end stretched out to 24,000km from 12,000km and the fuel consumption is also more economical.

Image: Alex Gobert.

The traction control is adjustable for sensitivity and switches simply through the control switch set-up on the left ’bar. And like Ducati’s system fitted to other machines, it is excellent. The dash gives the readings that you need most like distance to empty, and less frequently used stuff like a lap timer.

Ducati’s traction control system is standard fitment to the Streetfighter and isn’t needed to harness the engine’s power but is great for unpredictable roads and conditions or when you do happen to get to the racetrack.

The riding position is very close to that of the 848 superbike and the main difference you feel is that the clip-ons have been ditched for a set of more upright ’bars. Your legs are tucked back like on a sportsbike and you sit more upright. It’s a far sight more comfortable than the superbike, though not as pleasant as the street-focused Monster.

The chassis dimensions the Streetfighter carries is very similar to the 848 Evo, but it gets more travel in the rear suspension, a slightly longer wheelbase and more trail. It all makes the chassis more relaxed and controllable on the street than the superbike, but it’s not unflappable and there is fast-turning, more nimble and aggressive handling characteristics is there when you push hard.

Image: Alex Gobert.

Both ends of the Streetfighter are fully adjustable, up front is Marzocchi and at the rear Sachs. Typically the brands of fitment on base model Ducatis over the years, the suspension is first rate. The suspension control in standard form is on the firm and fast side of the scale, and for the style of riding most Streetfighters will see it is ideal.

The Streetfighter has superb handling and engine characteristics and makes no claims to be anything but a hard-core nakedbike – a superbike without a fairing. It’s a battle to get luggage on it, there’s no room at all under the seat, no wind protection and if you do load it up with pillion and luggage it’s not simple or enjoyable.

The Streetfighter is no soft option, though it has a nice side in its great power characteristics and well-balanced chassis. It sits in between the Monster and Panigale superbike range in every sense – comfort, performance and practicality. It is the ultimate compromise for those looking for the performance of a superbike in a package that is tailored to the street.

Specifications

Capacity: 849cc
Power: 97kW @ 10,000rpm
Torque: 94Nm @ 9500rpm
Wet weight: 199kg
Seat height: 840mm
Price: $18,990
Detailed specifications: http://www.ducati.com.au/bikes/streetfighter/848/index.do