It is a little high, 15k tops In immaculate condition but values are always relative to the supply and demand. Eventually it will become a case of go find another; which will push price above real value. I have been considering values just purely for insurance purposes; id like to get a guaranteed valuation policy to protect myself should the worst happen. At least depreciation isn't going to be a issue.
Finally got it Mot'd and on the road, put a couple hundred miles on it today to get used to the way it rides. I think that's more than its done in the last 13 years.
It has the ITG airbox filter that pro twins supplied and installed. Its pulling really strong but it has some pops and bangs on the overrun while engine breaking. Nothing serious but I plan to have the TPS sensor, throttle bodies and Co2 levels all tuned up which should help with that; it’s also running out of top end around 10,000 rpm. (Corrected: that’s how it’s supposed to be) I was considering a slipper clutch but once you get used to rev matching the downshifts correctly its less of an issue.
Looking at the workshop manual tells us that the stock 916 Strada/biposto engine redlines at 10.000 rpm (with max hp reached at 9000). Make that 11.500 for the SP (max power at 10.500). I definitely would not want/need to rev a stock 916 engine above that, personally. Firstly because you only lose power past the peak rpm, secondly (and most importantly) because that would drastically reduce engine life… PS: You look at %CO when tuning idle mixture on an engine with a gas meter, not CO2. Alternatively, you can mesure the AFR (air fuel ratio) with an O2 sensor.
This could very well be the best ever result on a repainted gold Marchesini magnesium wheel I've personally seen. This is truly indistinguishable from the original paint code. Top job
Thanks for this information, I won’t be doing anything to it personally it’ll be going in to a shop and I’m sure they would tell me the same. I’m happy with 10,000 rpm either way but it certainly doesn’t feel like a mechanical limit when you’re pushing on. Feels like it cuts fuel at 10,000 to me. I’m not mechanically minded so the Co to co2 must have been me misunderstanding the tech I spoke to. It’s more the pops and bangs on the overrun that I’m not sure is right.
The heady heights of 12,000 to 13,000rpm was reserved for the RS race engines (or rebuilt wannabe race engines ). Andy
Along with regular crankcase swaps as they cracked when subjected to repeated max revs , think I recall tales of about 400 race miles per crankcase (could be a massive memory fart) . Hence the recommendation to keep stock engine revs to 9k max , unless you like to swap cases & have a steady parts supply on hand.
I might have give it a bit of a hard time yesterday by the sounds of it, still it’s all good fun and sounds great from 7-10,000. I’ll have to remember to go at little easier on the revs in the future.
What I noticed when moving on from my 916 biposto to the SP3 is that when properly tuned (valves>TPS>synch>CO) both engines are pretty similar from 2500 to 8000 rpm. By 9000rpm, the biposto starts losing pace, when the SP truly awakes… I personally never felt like pushing it past 10.000 rpm on the road. I dream of testing it on a track, though. But I won’t. Too scared to trash that bike. Yeah, I know…
Yeah I’m happy with the wheels; they’re as good as I could hope for. It’s going to be the frame/headlamp frame colour to match up next, that bronze is apparently quite a difficult colour to get right.
