BRAKES WHEELS AND BODY

Race-bred brakes
The lightweight 848 features progressive and consistent race-bred braking performance as standard equipment with a tried and tested formula that includes radially mounted Brembo P4-32 calipers gripping 320mm discs.

The 1098 is the first production street bike to use Brembo's Monobloc caliper racing technology. The M4-34 calipers are machined from a single piece of alloy and, therefore, have a higher rigidity and resistance to distortion during extreme braking and a more precise feel at the brake lever. The 1098 also introduces, for the first time on a Ducati, big 330mm discs which, when matched to the Monobloc calipers, achieve spectacular braking power. Despite the larger diameter of the discs, their weight has not increased due to the use of racing-style narrow braking surfaces.

Super lightweight wheels
The weight saving achieved on the front wheel substantially reduces the moment of inertia and enhances the 848 and 1098's change of direction and braking performance. The rear wheel is just as impressive with a complete redesign for its single-sided swingarm application that has resulted in a reduction of over 1 kg compared with traditional Ducati single-sided swingarm fitments. The 848 and 1098 benefit from the lightweight Marchesini Y-shaped spoke wheels, while the 1098 'S' goes even further by using machine finished forged-aluminium, a special process normally reserved for the production of race wheels.

Aerodynamic bodywork
The 848 and 1098 bodywork enables the rider to blend effortlessly into the race-oriented riding position. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful new Testastretta Evoluzione engine. Moulded in lightweight Terblend®, the bodywork's form becomes a considerable contributing factor to the overall performance of the machine by helping reduce weight even further while allowing the rider to effortlessly 'tuck in' from the wind stream.

THE NEW TESTASTRETTA EVOLUZIONE ENGINE

The Testastretta Evoluzione engine is the crowning glory of Ducati's development and perfection of the L-Twin engine. World Superbike dominance for almost two decades is the result of continual commitment to twin-cylinder technology. The 1098 is the most powerful twin-cylinder production engine in history, while the 848 is our most powerful middleweight Superbike ever, boasting a power increase of more than 30% over its predecessor. Both are fitting rewards to our engineers' continued ingenuity.

The Testastretta Evoluzione engine is immediately recognisable by its completely new compact cylinders and cylinder heads. Other innovations and revisions are less obvious as they reside inside the Evoluzione's engine cases, but whether external or internal, every new development was conceived to create a lighter, more efficient, more powerful and ultra-compact engine.

The 1098 and 848's increased capacity is the result of significant increases in the bore and stroke of the Evoluzione motor. Highly 'over-square', they sport big bores and relatively short strokes. To optimise the benefits of the new, big Ducati Twins, the redesigned cylinder heads combine with advanced MotoGP induction technology, to enable even the standard specification 848 and 1098 to produce more power than the previous extreme Testastretta 'R' engines.

The Evoluzione features a narrow angle between intake and exhaust valves allowing highly efficient, straight intake ducts and newly shaped combustion chambers that contain racing size 'R' valves operated by radical 'R' derived camshafts.

After optimising the Evoluzione cylinder heads, engineers focussed upon releasing the potential of the new design by feeding them with MotoGP-derived elliptical throttle bodies. With a 30% increase in air flow over conventional throttle bodies, the new elliptical shape contributes a substantial increase in power to the record-breaking motors. 1098 and 848 owners will be the first to feel the power of this MotoGP technology on the road.

The Testastretta Evoluzione engines are the lightest ever in a Ducati Superbike, thanks to close scrutiny of every engine component. New cylinder heads benefit from fewer components and include magnesium covers to achieve a weight-saving of over 3kg (6.5+lbs) in the heads alone. The 848 takes the weight reduction even further with new crankcase manufacturing technology that shaves off an additional 3 kg (6.5 lbs). By reducing the weight of many other components, including transmission gears and the gear selector drum as well as the oil pump and primary gears, a staggering total reduction of 5 kg (11.1 lbs) for the 1098 engine and 8 kg for the 848 engine is achieved.

The Testastretta Evoluzione's increase in power is protected by a highly efficient oil cooler with a large surface area and an advanced coolant radiator assisted by lightweight, high flow electric fan assemblies.

Finally, both the 848 and 1098 feature a beautiful and efficient exhaust system. Significantly lighter, it has been engineered with a power-increasing symmetrical 2-1-2 layout that uses 52 mm-57 mm diameter tubing with wall thickness reduced by 30% to 0.8 mm (.030 in). The system terminates with Ducati's trademark twin under-seat silencers, delivering that unmistakable signature sound of the big bore Desmo 90° L-Twin.

Desmosedici RR Engine

ENGINE
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 - 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.

This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch.

The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components.

A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5.

The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel.
The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.

Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration.

Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role.

This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP.

With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards.