Although there are some optimistic dynos out there....does seem odd a can, filter and map takes the early ones rwhp to bang on what ducati say is std crank..
Tbh I've never heard of a remap making something fail and causing a warranty issue ! if you map it I'd suggest you keep the info close to your chest and don't post it, if you have any issue that needs warranty and your asked if its mapped i would say nah . I had a brand new bm bike remapped, whilst away in Europe it pissed out water from the water pump hole, the dealer in the UK replaced water pump and it still passed out, they inspected the internals and it had a porous crank case and had to have a new engine ! I was asked it it had been mapped (it was quite quick) I said NO, they fitted a new engine.
Theres plenty of odd dyno stuff out there. Just seems a full cusom map with chris gives 150, exactly what ducati said, as did my 848 evo, 139 (close enough) but so does a pc5 make 150, or a reflash, or a rexxar...not dissing anyones work simply stating a fact Ducati said the bike had 150 and regardless of dyno or mapping method they all seem to be 150 from whever they have it done And who said I was saying chris wasnt straight or good at getting the best?! Usual aggressive bollox then, well done.
I think you'll find CJS has made most MTS1200 single sparks come out at 144 (or 6, can't recall exactly) to 154BHP. Glad that you are agreeing the a CJS tune is a good thing and clearing up your previous comment about "odd and dyno results". When the subject matter is the MTS1200 and mostly it is dyno work performed by CJS in the subject matter being discussed perhaps your peers may feel that you were aiming your Odd comment at his work. Aggression was never the intention of my post, but perhaps you should read more than you post then your comments may prove to be useful and accurate to others. That's sharp, not aggressive.
Just a thought. See if someone will let you ride one (+150BHP MTS1200) then perhaps you may have an epiphany? If I still had mine I'd let you have a go. I was so impressed I was going to let CJS remap my Pikes Peak (twin spark) with a years warranty remaining. He talked me out of it, saying I really would see the difference as much as before. I'm hoping that the next generation of the DVT engine will remove this lack of power issue that is so often discussed in certain press publications.
Off the meds and back to trolling then. Unlike many, I dont look at the power, first thing is AF ratio. Thats what tells you how well it's running and what kind of job has been done. I'm lookimg forward to the rexxer jobbie if its as good as their initial reports are
No worries brother, the bike ended up in the crusher, one of many BMW bikes made on a Friday [emoji17]
Looking on the MS forum the fuelling issue seems to be resolved with the latest firmware update, this update seems very positive with both the 35mph issue some had and the 4-6k flat spot.
P.S just got back from watching spectre and some comments on this thread are reminding me of C's attempt at nine eyes, uniting major world bike leaders to form a union of intelligence and surveillance, in an effort to prevent remapping and warranty claims... better get to a safe house before the 008 of the forum surveillance unit kicks my door in.
But the crank figure will always be around 10% higher than the rear wheel figure because of the power sapped by the drive train. If Ducati's claimed 150 at the crank is accurate you would expect the r/w figure of a standard engine to be around 135. It might reasonably be less since manufacturers will always test their engines under the most favourable conditions (temperature, altitude, atmospheric pressure etc) to achieve the best results. In fact, from what I've seen of the results people have posted, Ducati's claimed power figures seem pretty reasonable, more so than some other manufacturers. If the 135 r/w figure is increased to 150 by remapping, the crank figure, if it were to be remeasured under the same conditions, should have risen correspondingly to around 165. So the remapping has produced an increase of 15 bhp. But the exact numbers don't matter, its the difference between before and after that's key. And more important still are the changes to the shape of the graph. Maximum power figures are a bit of a red herring. They are produced at high revs and near maximum throttle openings. Its improvements recorded at rev ranges and throttle openings that are actually used in real life riding that are felt by the rider.
Here, here to wat Gimlet says. Give me a lumpy twin anyday. I think everyone is getting a little paranoid on this thread. Hey guys, just incase someone is listening, keep this too yourselves. I didn't do the run in period as per the book either as its a load of bollox. Before anyone takes offence I'm just messin but seriously buy the bike do what you want with it and enjoy it. If you use a reputable tuning company and you have a good relationship with your dealer things will work out.
Yeah I know gimlet. Point is that EVERY syno seems fo give 150 ish with a pipe, filter and a map. Could be that they all take tjose simple mods and unlease that 10-15%...or could not be My DVT feels lacking compared bpto my 14 MY. Neither on my twinsparks lose out in acceleration to older Multis.
Perhaps that's the inherent maximum you can expect from that engine without internal work. Pipes, filters and remapping can only optimise fuelling and ignition for the engine as it stands, it can't over-compensate for internal design and set-up - it can release the performance the engine should be producing when the map is precisely tailored to fit but it can't dial in more. Its worth looking at the starting figures. If they are more variable than the final figures that shows up the vagaries and compromises of mass-production and one-size-fits-all ECU programmes. Uncorking isn't really about conjuring up more power but allowing the power the engine should be producing to be delivered perfectly. With that brief there will always be a ceiling to the overall power output that is achievable without resorting to hard engineering. I don't think there's a conspiracy between tuners or some fiendish devise hidden away in the software by Ducati to limit performance. That maximum is set by design. To go further you need spanners and machining. And deep pockets as I've discovered...
Nor do I. More that if it doesn't show 150, apply a special measure or get a different one from the drawer
