Racepak G2X Data Analysis
Ducati: 1:23.81 sec.
Triumph: 1:23.76 sec.
Just .053 seconds separated the 675 and 848 on their fastest laps, or about a bike length at the start/finish line. But even though they turned almost identical lap times and there are many almost identical segment times on the track, there are some significant differences apparent from the data collected from our Racepak G2X system. The bikes are separated by almost a half second at two points on the track, a relative eternity compared with the overall lap time.
Turns 4-7 segment time
Ducati: 16.53 sec.
Triumph: 16.62 sec
Turns 10–12 segment time
Ducati: 9.57 sec.
Triumph: 9.49 sec.
Both these portions of the track are all about transitioning from side to side quickly. Here, the segment times for both sections are quite close, something we wouldn’t have expected given the Ducati’s heavier weight and relative reluctance to turn. A closer look at the data shows that the 848 is able to gain more speed between each corner compared with the 675, but the Triumph makes up the difference with more speed at each apex. In the first section, turns 4–7, the 675’s apex speed is, on average, almost 1 mph faster than the 848’s. In the second section, turns 10–12, that differential grows to 1.5 mph. In between the corners, however, the Ducati’s maximum speed is up to 3 mph faster than the Triumph’s.
Straights (total time)
Ducati: 22.77 sec.
Triumph: 23.13 sec.
Summing the segment times for the six straight sections of the Streets of Willow shows the Ducati gaining .36 seconds over the course of the lap, a sizable advantage. The 848 has both better acceleration and deceleration in a straight line compared with the 675, something clearly seen on the speed graph and backed up by the performance numbers and subjective comments in the test. Almost anytime the bikes are close to vertical, the Triumph falls steadily behind.
Turns 2, 3, 8 and 13 (total time)
Ducati: 26.94 sec.
Triumph: 26.02 sec.
Even though the Triumph is slower than the Ducati going into and coming out of these individual corners, it can carve a tighter line according to the GPS position data. And in turns 2 and 3, it can hold that tighter line and carry more corner speed - more than 3 mph extra in turn 2. This advantage, in these four corners alone, adds up to almost a full second in the 675’s favor, more than offsetting the 848’s more powerful engine and brakes on the Streets few straights. Note that the speed graph is somewhat deceptive here: Even though the Ducati has much more entry and exit speed in many cases, the additional distance it travels in these corners more than negates any advantage from that speed. The Triumph’s less-aggressive brakes, better front-end feedback and slightly cleaner off/on throttle response translate to better performance at the entry and exit of the individual corners. At the Streets of Willow, that is a very effective package, but the story would definitely be different at a track where the Ducati could better stretch its legs.
| || |
| ||2012 Triumph Daytona 675R||2012 Ducati 848 EVO Corse SE|
|MSRP||$12,699 ||$14,995 |
|Engine|| || |
|Type||Liquid-cooled, transverse DOHC inline three||Liquid-cooled, DOHC V-twin|
|Bore x stroke||74.0 x 52.3mm||94.0 x 61.2mm|
|Induction||EFI with 44mm throttle bodies, single injector/cyl.||Marelli EFI with elliptical throttle bodies equivalent to 60mm, single injector/cyl.|
|Chassis|| || |
|Front suspension||Öhlins NIX30 43mm inverted cartridge fork, 4.3 in. travel||Showa 43mm inverted cartridge fork, 5.0 in. travel|
|Rear suspension||Öhlins TTX36 shock absorber, 5.3 in. travel||Öhlins shock absorber, 4.7 in. travel|
|Front tire||120/70ZR-17 Pirelli Diablo Supercorsa SP||120/70ZR-17 Pirelli Diablo Supercorsa SP|
|Rear tire||180/55ZR-17 Pirelli Diablo Supercorsa SP||180/55ZR-17 Pirelli Diablo Supercorsa SP|
|Rake/trail||23.5 deg./3.4 in. (87mm)||24.5 deg./3.8 in. (97mm)|
|Wheelbase||54.8 in. (1392mm)||56.3 in. (1430mm)|
|Seat height||32.7 in. (830mm)||32.6 in. (830mm)|
|Fuel capacity||4.6 gal. (17.4L)||4.1 gal. (15.5L)|
|Weight||421 lbs. (191kg) wet; 393 lbs. (178kg) dry||437 lbs. (198kg) wet; 412 lbs. (187kg) dry|
|Fuel consumption||39 – 42 mpg, 41 mpg avg.||35 – 42 mpg, 39 mpg avg.|
|Quarter-mile||10.66 sec. @ 130.13 mph||10.67 sec. @ 131.02 mph|
|Roll-ons||60–80 mph/ 3.36 sec.; 80–100 mph/ 3.54 sec.||60–80 mph/ 4.01 sec.; 80–100 mph/ 5.29 sec.|
|Ratings|| || |
| ||Triumph Daytona 675R||Ducati 848 EVO Corse SE|
|Fun to Ride||9||8|
|Instruments & Controls||6||7|
|Chassis & Handling||9||8|
|Engine Power Delivery||8||8|
Picking a winner between the Triumph 675R and Ducati 848 EVO Corse SE wasn’t the brain rack you’d expect it to be; the 675R is a better package, plain and simple. That’s not to say the Ducati was a poor performer, and I actually got along quite well with the trellis-framed twin at the track. A few suspension changes made an immediate difference in corner-exit feel, and the 848’s bottom-end grunt gives the Ducati an advantage out of the corner. Feel from the Showa front fork is vague mid-corner however, and the Triumph’s Öhlins are better damped as a whole.
The Corse SE’s ergonomics...
The Corse SE’s ergonomics are typical Ducati and put an unhealthy amount of weight on your wrists, making longer freeway stints a chore. The 675R’s ergos are track-oriented as well — there’s no denying that — but the more upright position makes all the difference during a commute.
Had I been recently hitting the gym more often, the Ducati may have been a better choice on the street, but its heavy steering was no match for the lithe Triumph. Factor in the 675R’s steady mirrors and more comfortable ergos and you have the reasoning for why this decision was so easy.
A quick look at how close the lap times are between these two shows how close they are in performance. Both accomplish the task of getting from point A to point B swiftly in the same amount of time—it’s just that one requires less work than the other.
For some reason, our Triumph 675R was down on power compared to previous test bikes; from being the class gorilla at 111 horsepower in 2011, to a relatively meek 106 horsepower this year is a dramatic change. Contrast that with the Ducati’s stout 118 horsepower rating, and you’d think that the V-twin would run away. But the 675R’s superb chassis and suspension make up for that deficit—and then some. The Triumph can hang with the 848 without all the dramatics, with a nimble feel that gives you more options in the corners. And it’s hard to argue with that exhaust note.