RESUME: Road Test Editor

DUCATI 848 INTRO: Release the Beast Inside

Ducati dares you to sprint through a set of wicked twisties on the new 2008 848, dismount and walk away unconvinced of its potent command.  In fact, they double dare you.  And so do I.

The 848 is among a historical first-time line of Ducati production bikes integrated with both MotoGP and Superbike technology.  These one-of-a-kind machines stand to be remembered as pioneering leaders, as we leap into a more complex tier of publicly available technology.  Question is--will you be left out? 
Pull up a seat and push pause on the replay of your favorite MotoGP race.  The 2008 Ducati 848 is about to take the stage.  If the final curtain drops and you leave unimpressed by its refined specs and engine advancements, maybe you should consider going in for a thorough medical check-up.  The stats are up and the facts are in.  Like they say, you can lead a horse to water, but you can't make him drink.
The refined 848 Testastretta Evoluzione L-Twin engine is a stunning creation.  It's the result of laborious hours spent redesigning and employing weight saving solutions.  Ducati sums it up best with regard to their engineering strategies by saying, "If it didn't make our Superbike lighter, faster or deliver quicker lap times, it wasn't considered."  Need proof?  How about 2007's MotoGP Champion Casey Stoner and World Superbike dominance for almost two decades.  I think it's safe to say we can trust the validity behind their approach.  They stand true to their "performance first" driven motto and we are the lucky beneficiaries of such dedicated vision. 
From a comparative standpoint, the 848 has some creditable statistics.  Simply put, the grizzly 848 with its 70 lb-ft of torque and 134hp has been bred to attack.  Deceivingly classified as a "middle-weight" superbike, you may want to think twice before you underrate this one.  For starters, and taking into account its hefty engine size, at an official weigh-in of 369lbs the 848 weighs only 6lbs more than the 2008 GSX-R750 (I’d sure love to watch these two bikes go at it on the track!).  On the other extreme, the 848 weighs a staggering 44lbs less than its historical predecessor, the Ducati 749!  Go ahead, I’ll let you read that line again….44lbs--that's collosal!  The revamped 848 effortlessly leaves the 749 coughing in the dust.  In other words, “Move over bacon, here comes something meatier….”
And meat it has.  The 848 sports some serious brawn.  According to the official Ducati literature, the 848 "produces more power than the previous extreme [Ducati] Testastretta 'R' engines".  Furthermore, the 848’s 134hp equates to a 30% power increase over its predecessor.  Not impressed?  Ducati also confirms that the 848's power-to-weight ratio tops that of the potent 999.  Here’s a fork—chew on that!  But wait, there’s more.  Additionally, the 848 makes 11hp more than a stock Ducati 998.  Technology is advancing at the speed of light.  The 848 represents a lean, middle-weight fighter that clearly doesn't mess around.  Exactly why I had to buy one.  Merry Christmas to me…. It was far time I upgraded my ancient model to get with the times.
The 848's over-square engine layout has undergone considerable increases in bore (94mm) and stroke (61.2mm), resulting in a remarkable ratio nearing 1.54 . Big bore, short stroke….really drives the ladies mad.  Well OK, maybe only this lady, but anyway—what was I saying?  How about adding to that, newly shaped combustion chambers, complete with racing size "R" valves and extreme "R" derived camshafts?
If that wasn't already enough, after some serious re-design to the cylinder and heads, Ducati engineer's decided they'd toss in a little GP6 action.  Forget conventional throttle bodies.  The new compact cylinder package deserves better.  To compliment and nourish it, highly specialized ellipitical throttle bodies were cleverly integrated into the 848 masterpiece, derived from the MotoGP6 race bike!  Top dollar stuff.  Who wants to go the conventional route?  Not me. With a 30% increase in air flow and more power to the engine, I'll take GP6 technology any day of the week.
While we’re on the subject of unique technology, Ducati’s Desmodromic Valve System is an exclusive feature solely shared by the innovative Italian brand (including the 848, World Superbike and MotoGP Desmosedicis alike).  As many of you know, valve closure on most motorcycles is regulated by standard springs.  Following the simple laws of physics, as the motorcycle revs higher, the timing and accuracy of the spring's action becomes key.  Hence, if the spring fails to keep time or follow the exact profile of the camshaft, engine performance suffers.  Ducati's solution to this pitfall is their Desmodromic Valve System, which takes the spring completely out of the picture.  Instead, valve closure occurs mechanically.  Thus at any rpm, the valve timing occurs via a more tightly calculated and exact manner.  Just another something special that the 848 offers…
As mentioned earlier, the 848 is an astronomical 44lbs lighter than its predecessor, the 749.  Ducati cleverly found a way to put the 848 on a power sparing diet, to achieve weight loss without sacrificing muscle.  Lighter, Faster, Stronger.  Its reworked cylinder heads consist of fewer parts and incorporate magnesium covers.  The result?  A 6.5lb weight-saving in the heads alone!  Not being one to quit, the 848's engineer's still desired a slimmer waistline.  An additional weight drop was achieved with new crankcase manufacturing technology, trimming off another 6.5lbs.  Engine cases were made via vacuum die-cast formation, increasing strength and ensuring consistent wall thickness.  And just to win the award for "Over Achiever", a near 5lb weight reduction also came off numerous other engine parts, including the gear selector drum, transmission gears, primary gears and the oil pump.  That's a staggering total weight reduction just shy of 18lbs for the 848's engine.  Talk about a gorgeous six-pack.
Other lipo-suctioned areas of this super lean machine include: the frame, clutch, swingarm, wheels and exhaust.  The trademark Trellis frame was lightened by 3.3lbs and both the clutch and swingarm lost 2.2lbs each.  And just for the record, yes engineers decided to ditch the traditional Ducati signature dry clutch for a wet one.  But don’t sweat it, you loyal Ducati traditionalists.  Surely someone will capitalize on this fact and come up with an expensive aftermarket dry clutch kit.  You’ll be set in no time.  I’m assuming that the engineers “dumped the clutch” (haha, no pun intended) in the attempt to give this bike a more street savvy appeal.  Wet clutch units are generally known to have longer service lives and a more rider friendly “feel”.  Less hassle, maintenance (and money) equals more time in the saddle. 
Besides the loss of the infamous rattling clutch, I was a bit disappointed to discover that the 848 doesn’t come stock with a slipper clutch.  Talk about heart breaking!  Life comes to a screeching halt for me in the absence of a slipper clutch (literally because I’m usually face first in the dirt from a good highside).  Looks like I have a shopping list to assemble….
Speaking of shopping, accessories are often hard to resist.  Sure every bike has a few supplemental options, but none quite like this.  The Ducati Data Analyzer (DDA) system adds an air of sophistication to the new Testastretta production line. The DDA is an 848 compatible system tool (sold separately) consisting of a 2MB flash memory card and installable computer software. The way it works is, you insert the memory card into your bike and proceed to go smash track lap records on your shiny new 848.  As you ride, the card digitally communicates with your bike and captures up to 3 hours worth of rider analysis.  Pretty cool huh?  Within seconds your memory card can be removed and emptied onto your personal laptop via USB port.  Then at your leisure, you can sit back and check out just how slow you really are!  Think of all the hours of entertainment you could have with this one.
The acquisition system records comparative information such as throttle angle opening, lap times (flash your high-beam switch to trigger timer), speed and rpm, mileage and operating temperature.  Step into the life of a professional racer and reap the benefits of trackside performance analysis.  Your pit neighbor will guess you're aimlessly surfing the web, when really you're strategizing a way to set him up for a cleverly offensive inside pass!
Here’s an idea.  While you’re passing him with a late braking maneuver, yawn exasperatingly while non-chalantly playing with your new digital instrument panel.  Nothing worse than being passed by someone taking a coffee break and riding with one hand….  The 848's unique digital instrumentation panel was originally developed for Ducati's Desmosedici MotoGP7 race bike. The absence of switches or buttons on its flatscreen face is every minimalist's dream.  When you desire to scroll through additional screen features, you can do so via a handle-bar mounted control.  Digital rpms (represented as a progressive bar graph), speed and laptimes are otherwise set as the default screen when you’re on board.  When you want to activate the DDA system, the 848's digital dash display switches modes to double as a control panel.  What’s not to like about this bike? 
Bottom line—this machine oozes with individuality and has max performance written all over it.  Ducati raises the bar. Again.  Stake your claim and be a part of sportbike history—the 848 is your ticket in.  But you'd better hurry.  134 hp waits for no one.  And unless you buy one for yourself, you may never experience the power of this MotoGP technology first-hand.  I think I speak on behalf of every other new 848 owner in saying: Don't come knockin' at my door—I’m pretty sure I won’t be lending mine out anytime soon.  I’m watchin’ ya and will be sure to sleep with one eye open.

Hungry? Why wait. MSRP: $12,995

CHASSIS
Front Suspension          Showa 43 mm fully adjustable upside-down fork
Front Brake          2 x 320mm semi-floating discs, radially mounted Brembo calipers 4-piston, 2-pad
Front Wheel          5-spoke light alloy 3.50 x 17
Front tire          120/70 ZR17
Rear suspension          Progressive linkage with fully adjustable Showa monoshock. Aluminium single-sided swingarm
Rear brake          245mm disc, 2-piston caliper
Rear wheel          5-spoke light alloy 3.50 x 17
Rear tire          180/55 ZR17
Weight          168kg / 370lbs (excludes battery, lubricants and cooling liquid)
Seat height          830 mm / 32.6 in
Body colors/frame/wheels          (Pearl White/Racing Grey/Black), (Red/Red/Black)

ENGINE
Type          L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement          849.4 cc
Bore x Stroke          94 x 61.2 mm
Compression Ratio          12:1
Power          134hp - 98.5kw @ 10000rpm 
Torque          70.8lb-ft 96Nm @ 8250rpm
Fuel injection          Marelli electronic fuel injection, elliptical throttle bodies
Exhaust          Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin stainless steel mufflers

TRANSMISSION (6 Speed)
Gearbox          1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Ratios          Straight cut gears, Ratio 1.84:1
Primary drive          Chain; Front sprocket 15; Rear sprocket 39
Final drive          Wet multiplate with hydraulic control
Clutch          Wet multiplate with hydraulic control