Equipped with monoblock brake calipers, a steering damper and an extra 6 bhp, all for the same price as before, the 848 Evo is not really the most exclusive race replica but more a replacement of the standard 848.

The rumour was that Ducati were going to release an R version of the 848 – that’s not about to happen, at least not for the model year 2011 but instead we get the 848 Evo, which is an abbreviation of evolution or Evoluzione.

As its name suggests, it’s not a brand new bike but a variation on the existing theme and it keeps the model up-to-date. The weight, the looks and chassis remain the same, although the Evo gets a non adjustable steering damper which sits on top of the small 15.5 litre plastic fuel tank. The two-piece radial Brembo callipers have been replaced by more aggressive monoblocks and peak horse power is up by six. That extra horsepower was found by increasing the compression using different pistons, adjusting the inlet trajectory, using bigger throttle bodies, new cams with more valve lift and by raising the rev ceiling to 11,300 rpm. The result is a more than respectable 138 bhp which means the 848’s power to cubic inches ratio is higher than any other twin on the market.

As with the current version, there is a matt black Dark Stealth available for £9,995 but if you want traditional red bike, or a matt white version with bright red rims, then expect to pay around £10,695.

Compared to the 1198, the 848 Evo is an easy bike to ride which means you can happily pay more attention to your riding. It’s the perfect Ducati superbike for someone who knows he’s no Checa, Haga or Fabrizio, plus it’s cheaper than its bigger brother and just as beautiful.

What is immediately noticeable during the warm up laps at Imola is the engine’s fuller character. The extra horse power in the higher revs in combination with slightly less low down torque gives a welcome power gain at 7,000 rpm and adds extra spice in the characteristically linear torque curve. Otherwise, the Evo is just like the previous version. It’s easy and honest, rather than overly impressive.

In the two slow chicanes, the final gear appears to be less than perfect. In first gear, there’s too much engine braking to keep the speed through the chicane and if you take second, you come out of the corner below 6,000 rpm feeling like there isn’t much happening. Opting for the higher gear is often the better choice as the slower the 848 feels, the faster you usually are. Keeping the L-Twin high in the revs, it performs in a linear, unspectacular way although there is clearly a heap of untapped revs still available before you’re prepared to bounce off the limiter. But you rarely even scrape it as the power drops slightly before the red line, meaning you instinctively change up through the traditionally none too smooth gearbox.

The brakes are clearly more direct than before but thankfully they’re less aggressive than on the 1198 thanks to the brake discs being 10mm smaller. Trailing the brakes with feel into the corner is still possible on the Evo but then they were alwayseffective on the 848.

Once in the corner, the 848 is, as always, the king of precision. The phenomenal front-end feedback offers you the confidence to take extreme corner speeds with impressive lean angles. And the Ducati steel trellis frame clearly has more flex than a Japanese aluminium twin spar frame which in turn gives you more feel.

Less impressive however is the Evo in every section where you accelerate and need to change direction at the same time. It bucks and weaves around the headstock and in the rear suspension, which is a big contrast in trust to the total commitment that I had during braking and corner entry.

The standard suspension setting, in combination with the many bumps and track elevations at Imola is hardly the ideal setting for the 848 Evo, but after adjusting the front forks (with a lot more compression and a little more rebound) and by adjusting my riding style (by applying less pressure on the clip-ons and not sitting on the seat like dead weight over the humps) the 848 shows its superb handling potential. Experimenting more with the suspension would definitely be an advantage but we only have three 15 minute sessions which are fine for a taster but not enough to satisfy a real hunger.

With the same looks as the 1198, an easier temperament to live with and a more attractive price tag, the 848 in Evo trim remains the Ducati Superbike that offers the most value for money.

FACTS AT A GLANCE

  • Model: Ducati 848 Evo, from £9,995
  • Engine: 849cc liquid-cooled
  • Transmission: 6-speed
  • Dry Weight: 168kg
  • Seat Height: 830mm
  • Fuel capacity: 15.5 litres