Trellis frame edit

Developed in cooperation with Ducati Corse, the 848 trellis frame uses a simplified tube layout from the Ducati 749 with main section tubes that are enlarged in diameter from 28 mm to 34 mm, while being reduced in thickness from 2 mm to 1.5 mm. Ducati says this results in a 14% increase in rigidity and a weight savings of 1.5 kg (3.3 lb), helping the 848 weigh a claimed 20 kg (44 lb) less than the 749.^[8]

Engine revision edit

While most of the chassis components are identical to the 1098/1198, the motor was an all new design in 2008. Producing roughly 87 kW (116 hp) at the rear wheel.^[9] The "Testastretta Evoluzione" uses a 94 x 61.2 mm bore and stroke for 849 cc of displacement despite the bike's moniker of 848.^[9] The motor casings were constructed using a new vacuum die-casting method called Vacural that helps the engine weigh 7 lb (3.2 kg) less than the Ducati 749.^[9] The intake valves were increased 2.5 mm from the Ducati 749 numbers to 39.5 mm. The exhaust valves were enlarged 1.5 mm to 32 mm. The valve angles are identical to the Ducati 1098.^[10] The bike uses a pair of elliptical 56 mm throttle bodies fashioned after MotoGP designs.^[9]

The 2011 Ducati 848 Evo had several changes to the engine, including new Marelli throttle bodies, revised cylinder heads with straighter intake ports and reshaped combustion chambers. Ducati claimed these changes would result in an 11 kW (15 hp) increase, bringing output to 103 kW (140 PS; 138 hp)^[2][3] (95/1/EC).^[11] Cycle World magazine's first dynamometer test of the engine showed a 1.2 kW (1.6 hp) increase over the previous motor.^[4] Noteworthy EVO engine changes are the increased compression ratio from 12:1 on the first generation 848 to 13.2:1 on the EVO's with the rpm red-line moving from 10,800 rpm to 11,300 rpm on the EVO.

Wet clutch edit

Although the 1198 and 848 share many similar components, as per the 916/748 and 999/749 models, the 848 uses a wet clutch rather than the traditional dry clutch of previous superbikes from Ducati. The manufacturer claims it reduces weight, improves both service life and "feel" of the clutch and reduces noise.^[12] Ducati has in the past held to only dry clutches in accordance with marketing their bikes as obeying the design imperatives of racing above all, unlike, as Ducati would have it, ordinary street bikes.^[13] While a dry clutch "rattles like a bucket of rocks,"^[14] Ducati and its adherents felt the clutch's "typical noise is music to bikers' ears."^[13] The 848's wet clutch is a stark departure from this, because, "Ducati made it very clear that there is a new philosophy within the factory to develop each bike with specifications and capabilities that are aligned with the bike's target audience and intended environment."^[15]

The 848 shares more physical and technical design elements with the stronger 1098/1198 than its predecessor, the 749, did with the 999. In many cases the 1098/1198 and the 848 are identical right down to the part numbers.

The two bikes use the same bodywork, including the fuel tank. With the exception of the steering damper mount, the frame between the bikes is the same, which results in identical wheelbase and rake and trail numbers. The second generation 848 Evo had the same monoblock brake calipers and the same frame with the steering damper mount as the 1098/1198. The 848 EVO Corse Special Edition uses the 330 mm front brake disk from the 1098/1198. The rear suspension, including the suspension linkage is the same, using identical Showa shocks. Many components of the exhaust system are shared, including the exhaust canisters that house the muffler and catalytic converter.

Despite the difference in engine displacement, the two bikes share valve angles and magnesium valve covers. The oil cooler and radiator are also very similar. The transmissions are different with the ratios on the 848 being closer together.