Interesting comparison between these two great Super Sport motorcycle brands and their mid size crotch rockets. Below is detailed test ride info on each of these two Super Sport motorcycle rides. For my money either one is going to give you more shits and giggles than a motorcycle rider has any right to deserve!! 

A middleweight Ducati Superbike motorcycle is not exactly a new concept, so why is there so much buzz about the release of the 2008 Ducati 848 Superbike? At first glance the 848 appears to be a de-tuned and rebadged 1098. In fact, the new bike shares the majority of its basic architecture with the 1098, but at its heart is a purpose built L-Twin Evoluzione powerplant that purportedly puts out an impressive 134 hp and 70 lb-ft of torque. To put that into perspective, it's 11 hp more than the Testastretta-powered 998.Surely you're eager to find out just how good the 848 is, so climb on because we're headed to Spain for the World Press Intro of the 2008 Ducati 848 Superbike. The 2.6-mile Almeria Circuit in southern Spain was the destination for a day of scraping pegs and destroying toe-sliders while getting a feel for what this machine is all about.

First of all, it feels exactly like a 1098. It's aggressive, hard-edged, and two dozen of them warming up in the garage simply sounds bad-ass - even though the rattling dry-clutch is noticeably absent from the 848 experience. The reach to the clip-on bars is low and the harsh angles of the tank give clues to the middleweight 848's racing heritage. The information system is the familiar flatscreen Digitek LCD that provides all the necessary data to keep a rider in tune with the bike's state of being. With a tug on the light clutch lever and dap on the shifter, the 848 is primed for a lap of the fabled Almeria test track.

Our lap begins at the end of a very long straightaway, which has the 848 motorcycle pegged in fourth gear. The brake markers are a blur at the end of a steep downhill stretch, which dumps into the entrance of the ultra-fast right-hand Turn 1. Diving in hard on the brakes puts them through the wringer lap after lap and is an excellent test of this new set-up. Unlike the Monobloc-equipped 1098, a pair of less expensive two-piece radial-mount four-piston Brembo calipers and 320mm rotors adorn the 848, and they do an outstanding job of hauling the new Ducati down from speed. Braided lines and a Brembo master cylinder provide consistent, powerful stopping power lap after lap. Though this system is an excellent overall package it doesn't have that sharp initial bite of the 1098 brakes, which actually makes the process less intense.

After the apex of Turn 1 the track begins to climb up and over a blind rise with the intimidating Turn 2 lurking on the other side. Carrying speed over the crest takes a steady throttle hand, but the 848's chassis remains composed despite the dramatic change in attitude as the bike settles in on the backside. The smooth, linear power delivery takes the fear out of getting on the gas earlier lap after lap. Despite not being equipped with a steering damper, the 848 never wavers under conditions most likely to unsettle it while riding aggressively. Everything gets light over the T2 hill as the motorcycle accelerates at the end of second gear, un-weighting the front just before it returns to the ground as the G-forces suck the suspension down. Ducati World Superbike racer Ruben Xaus came up with the settings prior to our arrival, so it came as no surprise the bikes felt great right out of the gate. After surviving the downhill bend there's a short straight that leads to the long, fast and flat Turn 3 - one of the few corners that will make you look and feel like a hero, even if you're not.With the front tire loaded through T3 for what feels like an eternity, it's nice to know that the Pirelli Diablo Supercorsa rubber is up to task. This is one of those spots where the rider is compelled to get on the gas early after burning a knee puck for such a long time. At the end you pick the bike up and snap it to the right side and here, during the transition from left to right leading into Turn 4, you really feel all the surfaces of the tank, frame and bodywork against the inside of your legs and arms. That raw-edgy assault on all your senses is just one of the allures of the Ducati superbikes and the 848 is simply another example of that experience.

Suspension action on the motorcycle is offered by the fully adjustable Showa units is very slick. Despite abrupt changes in motion facilitated by the technical track layout and on/off throttle input working against the fork and shock, the 848 remains composed and is very easy to ride fast. Combining high-speed stability with low-speed agility is a something that Ducati has managed to do well with this latest generation of superbikes and nowhere is this more evident than through these three turns. The Turn 5-6 combination looks like two distinct turns on the track map but the most rewarding way to tackle them is as a combination by keeping the bike on its side in one long, sweeping arc while the track straightens out and then turns back in at the start of T6. The T5 entrance taxes the brakes and the 848's ability to cope with trail braking while cranked over. Accelerating and braking at these angles showcases the bikes stability and ability to hold a line while totally under duress. Generally, trail-braking this much at these angles is not exactly my cup of Bellini but when in Spain...

Between Turn 7 and 8 is a little straightaway that is taken at the upper end of the revs in second gear. Here, the 848 wheelies easily, quickly even. Snap release the clutch and you too can evoke the essence of Xaus, who would occasionally pass by in a blur on one wheel while gnawing a biscotti, which encourages me to try to ride harder, faster. There's plenty of torque on tap, making the riding experience enjoyable even though it doesn't make that power quickly until the revs climb above seven-grand. After that it comes into its own and starts to feel like a proper little superbike.With Turn 8 rapidly approaching it again requires seriously-heavy braking followed by a downshift or two with the motor spinning over ten grand. This is prime territory for a slipper clutch and the absence of it was as notable here as it was in the garage. By abandoning the trademark rattle of the dry clutch for a lighter and more durable wet unit, Ducati tips its hand. By admitting that this style clutch is more appropriate for a street bike, with durability and a slight weight savings cited as the reason for going this route, this is the one piece of the cost-cutting puzzle that will polarize opinions regarding the 848 among Ducati traditionalists. If you're willing to pay a bit extra for it, there will be a Ducati Performance accessory slipper clutch kit available soon for this motorcycle. Whether or not it will be a wet or dry version has not been divulged at this time

The majority of the technical elements of Almeria have been dispatched, only the faster pieces remain. Nothing really enlightening occurs while connecting T8 and T9 but the revs do drop pretty low at the apex of T9, so the fast uphill double left that follows presents an opportunity to feel how well the 848 accelerates through second and third gears. Since the track sweeps left, the motorcycle is leaned over pretty far while rowing through the six-speed tranny as the speedometer becomes a blur of numbers that reaches about 140 mph before it all comes to a grinding halt a few moments later at the chicane. Toss it through here, crack open the massive elliptical throttle bodies and enjoy the Twin's growl before tipping into a pair of sweeping right-handers. These bends lead to the first of two long straights. The 848 is usually at the top end of second gear at the exit, which is where the Evoluzione mill is in its element. It tractors onto the straight and builds a good head of steam after clicking through three more gears using the shift lights to ensure every one is precisely timed to keep it in the meat of the power.

While watching the digital speedo on the Desmosedici-inspired dash build past 150 mph, the most pressing question that comes to mind is whether or not the 848 has the motor to hang with the four-cylinder supersports. Certainly the Evoluzione mill will keep it in the ballpark. It doesn't have the top-end rush of the In-Lines but it does have enough power to make it a thrill ride. However, if you're looking for arm-stretching torque, this isn't where it's at. The 849.4cc motor doesn't accelerate as rapidly as the 1098, but no one thought it would. Keep it in that top three thousand rpm and the bike feels really fast but it has a narrow powerband in racing terms. When considered from the point of view that this is first and foremost a street bike with its broad spread of L-Twin power and suddenly the 848 starts to make a lot of sense.One of the most popular middleweight motorcycles that Ducati never made was known by bench racing wunderkinds as the 853. Based on the 748, the 853 was brought to life by stuffing bigger slugs into the Three-Quarter Liter mill and suddenly the lifeless bottom end had some balls. The top end didn't fall on its face and the absence of torque was no longer an issue, but the bike was still easy to insure and was an absolute blast to ride fast. Many felt it was the perfect bike. Ducati has taken that concept in reverse much to the same effect.

The Ducati 848 motorcycle blends the rider-friendly, usable L-Twin torque and power delivery with an excellent chassis wrapped in the 1098's sexy Superbike skin. The most important element which the 848 shares with the 1098 is the confidence-inspiring feel and feedback at speed: The 848 needs to be ridden. During my time with the 848 a couple things became clear. The only things to complain about: The motor is as vanilla as the pearl white color scheme. Anyone interested in an 848 is not going to miss the extra couple hundred cubes and it's hard to find someone who doesn't like vanilla. Anyone who does have an issue with it can always buy the red version and pour some Ducati Performance love into the 848 to up the ante a bit but overall, they are going to love its all-around goodness. It's easy to ride fast on the track, should be equally fun on the street and while it's sitting on the sidestand outside the cafe or in the garage it will look like a million bucks, for $12,995. That is why we should be excited about the middleweight 848.

Now lets take a look at how the Suzuki GSX-R750 did in the testing.

There's nothing like a head bobbing, engine wailing, 140 mph fifth gear corner to get the blood stirring. Especially when that corner happens to be Turn 8 at the "Fastest Road in the West," on OE street tires. That's the scenario we found ourselves in at Willow Springs International Raceway behind the windscreen of Suzuki's updated GSX-R750 motorcycle. Suzuki invited the test riders to spend some time aboard their not too big, not too small, but instead what could be the perfect sized GSX-R. Despite the not too dissimilar appearance compared to the bike of yesteryear, the '08 750 hosts a number of updates that on paper seem pretty trivial. However, in function they are quite noticeable.

In an age when 600s and 1000s are a sportbike motorcycle enthusiast's primary choices the 750 has faded away, replaced by either: a) fast enough for most, but still relatively tame supersport, or b) a triple-digit speed wheelieing literbike rocket, which has more power than most compact cars. Between those two extremes is where the Gixxer 750 finds itself idyllically placed. Although it lacks any direct competition, Suzuki continues to reengineer their original 20th century Superbike. For this year the engineer's aim was to increase the three most fundamental aspects of a sportbike: engine, braking and cornering performance. Like its smaller displacement brethren, the 750 sports all-new, identical looking bodywork that Suzuki claims reduces overall drag, yet still maintains optimum wind protection for the rider. A new reshaped headlight uses three separate side-by-side light beams. The center 55W halogen beam functions as the low beam, and is bordered on either side by a brighter 60W multi-reflector halogen high beam. The ram air intakes have been moved closer together where air pressure is the highest and the old wire-mesh intake grates have been replaced with a louver-type setup which straightens air flow enabling the airbox to achieve higher pressure. The fuel tank has also been modified and now more closely resembles the one on the GSX-R1000. Fuel capacity has received a slight bump as well up to 4.5-gallons (from 4.4-gallons.)

The tail section looks slightly flatter and has integrated LED brake and taillights between the built-in turn signals. The instrument cluster is as familiar as before, but has a slightly updated look. A large analog tach, digital LCD speedometer, trip meters, reserve fuel meter, gear indicator, programmable shift light, and bright, legible warning lights are all right there as well as Suzuki's versatile A-B-C three position Drive Mode Selector (S-DMS) indicator. Underneath the sharp new bodywork is essentially the same 749cc liquid-cooled Inline-Four. Engine vitals like the 70.0 x 48.7mm bore/stroke, 12.5:1 compression and 29mm intake and 23mm exhaust valve size all remain the same for the motorcycle this year. What has changed is the intake camshaft, which now features slightly less lift for increased mid-range performance. Larger ventilation holes linked between cylinder bores allow air trapped beneath piston stroke to be purged more quickly thereby reducing internal pumping pressure and mechanical power losses.

Engine fueling is achieved via Suzuki's Dual Throttle Valve (SDTV). The primary butterfly valve is controlled via the rider's wrist, while the secondary valve is controlled via the engine management system and helps smooth throttle response. Two of the four downdraft double barrel throttle bodies are new and all incorporate dual fuel injectors bestowed with 8 holes, twice as many as last year, which help to produce a finer fuel spray for more efficient combustion. The primary fuel injector on this motorcycle has also been placed at a steeper angle and aimed directly at the intake port. New 10mm NGK sparkplugs provide a hotter spark igniting the finer fuel mixture. Controlling the engine's more complicated processing requirements is a smaller, more powerful digital engine control unit that utilizes a 32-bit microprocessor and 1024 kilobyte of ROM.

One of the most noticeable changes is the replacement of the ultra-trick MotoGP-inspired shorty silencer by a larger triangular-cross-section muffler which proved necessary in order to meet ever toughening government sound and emission regulations. A butterfly valve resides inside the exhaust and helps negate the performance-sapping catalysts that facilitate Euro 3 and Tier 2 EPA emission standards. Although the exhaust looks rather unsightly on the computer screen, in real life it actually looks pretty cool.

The chassis of this year's 750 motorcycle is largely unchanged with the exception of subtle tweaks to the rear subframe, fork, shock, and steering damper. The rear subframe is now of lighter, more simple construction. The 41mm Showa inverted fork features updated internals and now incorporate both high and low speed compression damping adjustment in addition to preload and rebound adjustment which together allow for more precise suspension tuning. Gone is the fork surface treatment that distinguished it from the 600. The Showa rear shock also features internal updates and, like the fork, is now four-way adjustable. Chassis geometry remains unchanged at 23.45 degrees rake and 3.82 inches (97mm) of trail, while wheelbase stretches to 55.1 inches. An electronically controlled steering damper is tucked away neatly above the lower triple clamp. A solenoid valve controlled by the engine management system varies oil flow for easier steering at lower speeds and increased damping force at high speeds.

In the braking department up front, dual radial-mount Tokico four-piston calipers feature staggered piston sizes (32mm and 30mm) and grab onto a pair of slightly slimmer (down from 5.5mm to 5.0mm) 310mm diameter rotors. The front discs are attached via 12 floating pins instead of the eight used previously for increased heat dissipation and to help combat warping. A new master cylinder with a smaller 17mm bore (down from 19.05mm) pushes brake fluid through smaller diameter brake lines. This helps to increase brake input leverage as well as feel. A single piston Tokico rear caliper latches on to a 220mm rear brake disc. The 750 rolls on redesigned cast aluminum wheels that are slightly lighter and more rigid due in part to the offset three-spoke design in which the spoke curve matches the direction of spinning wheel. Wheel sizes remain the same at 3.5 x 17-inch up front, and 5.5 x 17-inch in the rear shod in specifically engineered Bridgestone BT-016 rubber in sizes 120/70 front and 180/55 rear. After recently sampling the '08 GSX-R600, I was excited to see how an extra 150cc's of engine capacity would increase the fun factor. Sliding into the low 31.9-inch saddle revealed the same comfortable ergonomics that make me feel at home on any of the three GSX-Rs. The bars aren't too low and foot pegs not overly high and overall the riding position is a great compromise between track and street.

Accelerating out from pit lane and onto the 2.5-mile road course the extra displacement can be immediately felt. Where the smaller GSX-R motorcycle takes a bit to spool up, the 750 is already coming alive from as low as 7000 rpm. Keep the throttle pinned and the tachometer moves rather wildly towards its 15,000 rpm redline. Things never feel out of hand though, as the 750 makes a steady stream of useable, un-intimidating power. Induction noise sings in unison as the rpm's climb but doesn't sound quite as raspy as the 600. When you're blasting in excess of 140 mph wind protection or lack there of really makes a huge difference and we're happy to report that the wind protection offered by the front fairing and windscreen is just as stellar as before. We were totally comfortable behind the windscreen and didn't experience too much unpleasant wind buffeting despite slightly windy conditions.

Historically, the 750 motorcycle has always possessed tall gearing, and this year's model continues with the trend. Fortunately, the engine has the muscle to pull the gears and out on the ultra-fast Willow road course, gearing seemed especially well matched to each of the nine turns, with the rider only having to choose from second through fifth gears. One might assume that the extra mph the 750 achieves over the 600 might be detrimental to its stopping capabilities. However, braking proficiency is just another one of the Seven-Five-Zero's many attributes. Similar to the 600 and 1000, initial bite is a bit on the soft side, however feel is phenomenal - especially the deeper you get into the lever. And if more stopping power is required just pull back a bit harder on your two right-hand fingers. Willow big track isn't known for any particularly hard braking areas, nonetheless, we experienced not even the slightest amount of brake fade.

GSX-Rs have developed a reputation for having wonderfully performing slipper clutches and this motorcycle unit continues to impress. A revised drive cam shape and updated clutch plate material help increase the already tremendous amount of feel at the clutch lever. Although we couldn't really notice an increased amount of feedback, clutch lever pull felt as light as ever. Although Suzuki didn't release any hard tech specs on the updated Showa fork and shock, in application the new suspension performed much better over the previous generation. Feel has been significantly improved even through the stock Bridgestone BT-016 tires. This allows the rider to be able to get a better read on what is happening beneath them and allowed us to comfortably flirt with the adhesion limits on the versatile Bridgestone street tires. Spring rates were a little on the soft side for a more aggressive 180-pound rider, but with the versatile range of adjustment, they were still plenty capable of delivering both an enjoyable and controlled ride at speed.

Despite the chassis geometry remaining the same, the Suzuki motorcycle did feel like it changed direction a bit more responsively than its predecessor. This might be due to the use of the electronic steering damper, which at slower speeds and in the pits couldn't even be detected, yet completely quelled headshake when exiting hard on the gas over and through Turn 6's blind rise. In spite of the larger exhaust muffler, cornering clearance is still as plentiful as ever and like before, the riders footpegs are adjustable and can be moved in three directions within a 14mm horizontal and vertical range. We left ours in the stock setting and experienced no footpeg grinding, yet we weren't at all cramped. Based on previous experiences 130 horsepower, 140 mph, a corner, and OE street tires mix about as well as Red Bull and milk. However, at Willow, on the best 750 that's ever been manufactured, they blend perfectly. Even though engineers didn't make all that many changes, the modifications they did make were well focused and extremely noticeable. For us the $10,599 MSRP GSX-R750 is simply the perfect GSX-R.