Is the 848 a worthy successor to the 749?


The 13% capacity increase of the old Testastretta Evoluzione engine gives a disproportionate claimed power gain of 30%, as the 848 hits a claimed 134bhp. The design and engineering principles of the 1098 have been followed, meaning reduced rotational inertia, a compact cylinder and cylinder head design, over square layout, and aggressive valve angles. The 848 also makes use of elliptical throttle bodies and employs the Desmodromic valve system.

Ducati turned to Showa again, using 43mm fully adjustable forks. the 848′s rear suspension linkage system takes advantage of weight and space savings and has been made more compact. The rear shock is a Showa unit as well, same as on the 1098.

M4 Brembo radial-mounted calipers are used to stop the 848. Disc size is 320mm.

Marchesini wheels save 250 grams at the front (unsprung weight) and a kilo at the rear. Ducati opts for 180-section tire fitment, smaller then the 1098′s 190.

The 848 has a redesigned 1098 swingarm using individual aluminum castings for the core operational parts allied to fabricated aluminum sections.

The 848 hits the scales at just 168 kilos, a huge 20 kilos lighter than the 749 and 5 kilos lighter than the 1098. The power to weight ration of the 848 is better than that of the 999 series.

The tube diameters of the frame are increased while tube thickness has been reduced, resulting in a 14% increase in rigidity but a weight reduction of 1.5 kilos. The 848′s weight distribution if 51% rear and the rake is non adjustable.

Now the big shock, having the pure Ducatists shouting heresy, is the wet clutch. Ducati claims it to be the best clutch for the 848. We’ll just have to wait and see when we test it. Now, contrary to popular belief, the 848 is not the only Ducati to have a wet clutch. The MotoGP GP7 also has one.

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