AirConTechnical - Info for you.

Ok, i've done it.
FatDucs are sold, so they are in the post.
Standard ECU set up, LeoVince decat and end pipe, o/s as standard, n/s opened up with soldering iron on stick (patent applied for 2013). And before anyone howls at me that's an old air filter on the floor.

 

Ok,it's around 30+C at the moment, but after a 180 mile ride out today this is what I think.
Loud, very loud. Out with 5 other MTS1200 today in various states of modification.
Leo Vince decat pipe and carbon end can. No Fatducs (sold). Open n/s air box, other side left as standard.
Coughs and splutters, bangs on overrun. Felt smoother low down than did with stock exhaust etc, but clearly missing the Fatducs.
Mid range felt good and pulled very easily when the guy in front opened up, nearly run him over a few times.
Top End is poor, either I've lost he ram air (I don't really believe it has any) or the fuelling is miles out. Top speed is 10-15mph down.
I cannot recommend this modification at this stage.
Off to Chris at CJS racing (bristol) on Tuesday for the full Dyno work.
I'll report back after my ride back.

 

I reckon CJS will be the next (final?) step for my bike too.
Now that I've decided to keep it I think this would be the icing on the cake to make it pretty much perfect.
Will be interested to see what you think once the work is done...

 

I'm here now.first run was 134bhp, new base map now up to 146 at back wheel.loads more tweaking yet.

 

OK as soon as I can get the graphs scanned I will.
Initial run
Air Temp 27.1°C, peak torque was 8000rpm just under 80ft/lb and at 9374rpm it was 74.6.
Power was 133bhp at the same rpm.

After a day in the dyno we recorded.
Air Temp 33.8°C, peak torque was at 8000rpm again at just under 901ft/lb and at 9374rpm it was 84.4
Power was 150.6Bhp.
all figures corrected according to DIN700200.
Which translated into my ride home as

AWESOME


Thanks Chris

 

More detail.
This was the first system Chris had worked on with the Air Box modification.
As a matter of interest my system was way too rich down the bottom end (first 20% of throttle twist) as standard.
The opposite of what I would have thought Ducati would aim for a Euro 3 engine.
Chris seemed non fussed about the airbox modification, but I love the induction sound.
So to re-cap, Leo Vince Decat, Leo Vince carbon shorty end can, no DB killer (chris says keep this for the MOT only).
Took quiet a few runs and about 1/2 my tank of fuel. Bits of tyre flying off everywhere. They are very soft.
No longer need to keep the O2 sensors on or the exhaust servo. So these will come off soon.
I've a new hole in my decat pipe, where Chris has fitted a clinch nut so he can access the exhaust without damaging the Ohlins.
When run up to the rev limiter the whole exhaust goes Cherry red then deep orange!!

 

The ride home was around 100 miles of A roads, Motorway and 20 miles of B-roads.

It pulls like a train (electric) from tickover, very little overrun/ popping when shutting down.

I was too scared to open it up fully, unless I was going up a very steep hill :redface:.
In top it would pull to a century and a half on the TomTom display with very little effort.
Drop it to 4th or 5th and I regretted going commando for the trip home...needed new motorcycle jeans anyway.

I cannot recommend enough the services of Chris and all for the sum of £425 earth pounds.
Truely transformed the bike. I'm in love all over again (the Mutley, not Chris).
MPG was indicated as 40.1, however I needed to refuel after just 100 miles, so something not right there.
For anyone else note that the sensor/control wire came off the left leg of the forks, giving a DES error.
Not really surprising given the jumping up and down the bike had been doing all day. And yes I thought I had put it on correctly (over 1000 miles since last removed).
Worryingly the rear shock also gave a DES error about 10 miles later. This has currently cleared without me doing anything.
I'm much more worried about this.

 

Regarding the first twenty percent of twistgrip being very rich.

This was by loading a pre made base file that I made for an identical SPEC bike minus the airbox mod that also had a Leo system on it and not the original file. The original file with active oxygen sensors would have maintained euro 3.

It just goes to show a full custom map made for one bike loaded into an identical bike does not work.

That is the reason why I do not reccomend flash mapping. The job must be perfectly on the dyno or not done at all . Well that's just my opinion based on my findings after custom mapping more than fifty of these amazing machines. I've mentioned before. If I was tall enough I would own one

 

CJS, could try fitting smaller wheels! Lol.

 

I have to agree with Chris who did my custom map recently, I had been messing about with flash remaps and when he put my bike on the dyno and did the first power run the A/F ratio was awful!

He tried to make sense of the map that was installed in my bike and he couldn't identify what bike I was mapped for! Quite scary really! After Chris worked his magic and I have to say it is magic! The bike is totally transformed! I just wish I hadn't wasted my time and money on a flash remap in the first place.

One thing I must add is how much time and effort Chris puts into each bike, he won't rest until its perfect, and it is perfect!

I will only add that if all you guys on 2010,2011 and 2012 mutleys that have shunting,surging and poor throttle response issues please consider speaking to Chris, I was almost ready to change my bike it had become such and issue! I am so glad I didn't, I couldn't afford to upgrade to a 2013 model so would have swapped onto a compromise for me because I love my MTS.

 

I had mine done 18 months ago with Chris at CJS. 159 bhp at the back wheel! With K and N filter and QD system, been faultless ever since, and bloody love it!

+1 for Chris at CJS, money well spent in my mind.