The grey Multistrada is a 2015 Multistrada S. The owner detailed talking his brand new bike apart and painting it on another forum. I believe he reside in Switzerland. So how can an App give you real world horse power. It is software that has set parameters, open the throttle 70% and it will tell you that you are using 70% of the peak, that's probably less accurate than a butt dyno......
So is a 17% loss to the back wheel acceptable? I'm only working that on the basis of a claimed 160bhp by ducati and the 133bhp average buyers end up with? I agree in most parts it's a little irrelevant to the owners if it still proves plenty fast enough, however surely for Ducati to even come out and say it's making 160bhp then it must be somewhere? And if it is, why is there such a big loss to the wheel when most other bikes seem to only lose the 10%? Its a fairly hefty loss either way, very hefty in fact
Nearly every dyno expert says 10-15% is normal. Depends on tyres (grippier the more lost on a dyno), chain type (530 saps more than 520) and condition, clutch, bearings. Its why race bikes go light and smooth as poss on the drive chain side, get back as much as poss in the areas they can get back
I was booked in for another dyno run this Saturday but it appears Mrs T has already allocated me to other "essential" tasks, so the dyno run is off. TBH I'm not that bothered as, having seen the other results on this thread it looks like Termi results are consistent. In the meantime, I'm more than happy with the way the bike goes with the Termi on it and for me it's justified it's (sky high) price.
I too have spent the exorbitant price and had the full Termi etc fitted to my DVT S and I agree that in reality it makes a massive difference to the real world arse performance feel of the bike. I have also fitted a 14T front sprocket and Translogic QS. It's a proper rocket and compares favourably to my 2014PP.
So heres the better of the two DVTs Ive dynoed against a 2013 Twinsparker, both completely stock. What comes to mind seeing them is the DVT does not look too happy, and as already suggested in this thread it would likely need a good tune, but then it wouldnt be stock anymore. As I mentioned in a previous post the loss from the clutch to the rear wheel can easily be measured when a bike is dynoed, its typically 10hp, best Ive seen is 8 and worst 12. So 10% here is way too much imho, to the crank mayyyybe but no way it will be more than 10%. With this DVT in the chart below loss from clutch to rear wheel was 9.8hp. The DVT isnt a bad engine at all, perhaps it was a bit misleading to advertise it as 10hp up on the previous engines though, when 5hp would have been more appropriate imo. I just mapped a first gen this morning with slipon and it pushed 135, what a lovely ride, and superstrong too for a tourer, silly power. In stock form the DVT beats the 13-14 gen everywhere but a small glitch at 5.3k, however if you do a few tricks to the first gen I prefer that one, but then again I havent had a chance to tune the DVT yet.
Preparing the first gen with a full system, airbox mod and proper mapping its massively better. Here compared with the first OEM DVT I dynoed that for some reason wasnt as good as the second, dont ask why. Even compared with the better one its a different post code really. Engines got potential no doubt.
What is the exhaust here Tom? I'd really like to install one that do not lose at the bottom end... Thank you
Well I'm not sure, its not the DVT but then again given Ducati's over elaboration recently i very much doubt it Still, lets be fair, the Multi 1200 2010-2104 could indeed put out 150bhp to the wheel so its not every engine maybe its just a DVT thing and that nobodys really had time to play yet. Give a tuner the bike and then we'd know
Just the normal termi full sys. You may want to have a look at cat replacements too as theyre a lot cheaper not including a second ecu while doing the same job, if you have a reprogrammer close to you, thinking Chris at CJS may be able to help you yes? Regarding numbers Ducati give for a model, its historically been all over the place, nothing new it may differ. 916SP was claimed 131 typically gave 113, 996sps was claimed 124 and did 124 on the wheel. Panigale is just as bad as the DVT, Scrambler is spot on. You may think ducati is inflating numbers here, just take a look at the japanese, Id say they started it all.
No problem for the reprogram, but I was trying to understand which systems really give better performance overall and not only on the top like the many (maybe even worse than stock at bottom sometimes). From the graph you posted I can see a real improvement at any RPM, impressive. Is it true tho, that the major part of this improvement is caused by the reprograming+airfilter and airbox mod and NOT the exhaust? Thank you
Here is your answer: linky pdf It seems to be based on road speed rather than engine revs. Section 6.5.4 outlines the actual sequence of tests (yawn). Remember, I do this so you don't have to. It's so bloody complicated I'm amazed anyone knows WTF is going on. Here's a tiny extract. 6.5.4. Driving schedules 6.5.4.1. Test cycles Test cycles (vehicle speed patterns), for the Type I test consists of up to three parts that are shown in annex 5. Depending on the vehicle class (see paragraph 6.3.) the following test cycle parts have to be run: Class 1: Subclasses 1-1 and 1-2: part 1, reduced speed in cold condition, followed by part 1 reduced speed in hot condition. Subclass 1-3: part 1 in cold condition, followed by part 1 in hot condition. Class 2: Subclass 2-1: part 1 in cold condition, followed by part 2 reduced speed in hot condition. Subclass 2-2: part 1 in cold condition, followed by part 2 in hot condition. Class 3: Subclass 3-1: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3 reduced speed in hot condition. Subclass 3-2: part 1 in cold condition, followed by part 2 in hot condition, followed by part 3 in hot condition.
From this thread it would appear that the full term I upgrade doesn't include a new ecu unlike the old multi. How comes it still costs £1700 robbing eye ties. Did snells charge for the remap ?
No charge for installing the upmap, but then I had just paid a wedge for the exhaust. They offered reduced price fitting too, though I did it myself.
That will be the problem - Ducati will say you fitted it incorrectly! - Despite the fact that I am sure you did it as good - if not better than the dealers. Did Ducati respond yet?
Arse dyno or not I would be pretty peeved if I had spent wedge on a full termi not to get any gains If you are happy with it then happy days.. Be interesting to see what happens when tuners start doing custom maps on them
Tobers and Prof - did you fit the performance air filter also to go with it? - or even remove the air filter? With it running so rich - maybe its starved of air??
