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FIRST LOOK: 2008 Ducati 848 and 1098R
Written by: Bart Madson
Motorcycle-USA.com   http://www.motorcycle-usa.com
11/07/2007 - 07:00 PM
Medford, Oregon
 
The Ducati 848 is an all-new design representing Ducati's effort to "redefine the middleweight sportbike class." » More Photos

At the 65th EICMA International Motorcycle Exhibition, Ducati has unveiled two new Superbikes to its lineup in the form of the all-new 848 and its '08 World Superbike entry - the 1198cc 1098R. Although similar in appearance to the 1098, whose debut was the headline at last year's EICMA show, the all-new designs sport internal differences beyond the obvious displacement discrepancy. The most notable perhaps being the 1098R using the DTC (Ducati Traction Control) system. Developed from the MotoGP and World Superbike technology, Ducati promises "the 848 and 1098 are the lightest, fastest stopping, quickest lapping Ducati Superbikes in history."

Ducati 848
Describing the new 848 as "agile and light," Ducati intends its new superbike design to "redefine the middleweight sportbike class." Much closer to the regular 1098 than its middleweight 749 predecessor, at a claimed 369 lbs the 848 is lighter than both designs - 44 lbs lighter than the 749 and 11 lbs less than the 1098. The real difference from its predecessor, however, is the 849cc Testastretta Evoluzione engine.

Utilizing the typical L-Twin Ducati configuration, the 848 arrives at its displacement via an oversquare layout of 94mm bore and 61.2mm stroke (compared to a 104mm bore and 64.7mm stroke on the 1098). Compression ratio on the 848 is 12:1. The claimed power output from the smaller-displacement Testastretta Superbike mill is a remarkable 134 horsepower at 10,000 rpm and 70.8 lb-ft torque at 8250 rpm. Those claims coming from the crank, we assume, but still significant gains over the rear-wheel 106 hp and 55 lb-ft readings sourced from the 749 we tested in our 2006 Supersport Shootout.

While utilizing the same valve angle from the 1098, the desmodromic system on the 848 uses smaller diameter valves - 39.5mm inlet and 32mm exhaust (42mm inlet, 34mm exhaust on 1098). Like its 1098 sibling, the 848 utilizes MotoGP-derived elliptical
throttle bodies, although the cross-section of the bodies is smaller - 56 square mm to the 60 square mm on the 1098.

Engine weight on the 848 is kept low thanks to the same cylinder head design and magnesium covers found on the 1098. The 848 goes a step further, however, by utilizing Vacural casting of the engine crankcase. A first for the Testastretta Evoluzione lineup, Vacural is a forced vacuum die casting method.

One major difference between the 848 and its larger sibling is the use of a wet clutch. A change which figures to be more durable for street use.

Recognizable from the 1098 are the 848's dual underseat exhaust system
In power-to-weight ratio the new middleweight Ducati 848 not only bests the 749, it betters the 999 superbike. » More Photos
and the single-sided swingarm. The trellis frame also appears the same, but the main section tubes have increased in diameter from 28mm to 34mm. The frame is not heavier, however, as the thickness of the tubes has been reduced from 2mm to 1.5mm. The end result is a design which Ducati claims increases rigidity by 14% and drops weight by 3.3 lbs.

The 848 chassis sources fully-adjustable Showa suspension components, with a 43mm fork up front and a single shock mating the rear frame and swingarm.

Marchesini Y-spoked wheels add to the sleek design, with Brembo Monobloc brakes completing the high-performance package. The 848's braking system is a showcase for Brembo's four-piston M4 radial-mount calipers which bite down on a pair of 320mm rotors.

A significant upgrade over the 749, Ducati claims the power-to-weight ratio of the new 848 is better than even the 999 literbike. If true, the 848 sounds like a stick of dynamite on wheels. One we can't wait to ride. The all-new model will be available in two colors, Red and Pearl White, for an MSRP of $12,995.

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