1198 1098r/1198s Fuel Injectors

I always go to Ducati Omaha’s OEM parts fiche to check things.
https://www.ducatiomaha.com/pages/d...B1hAeHG7pFYUE8sfY5atMj4ienMjyEu3VEmEaQFlWcE41
The following parts listing suggests the 1098R injector 28040151A was used on a number of other bikes
https://www.motorcyclespareparts.eu/en/ducati-parts/28040151a

 

Looks like you have ID’d the 12 hole. The 28040161A is an IWP189 https://www.bikesportdevelopments.co.uk/iwp189---weber-magneti-marelli-pico-fuel-injector---510ccmin

Came across this one for sale on Amazon. Worth a punt????
https://www.amazon.co.uk/Injector-28040161A-Motorcycle-M-agneti-Gasoline/dp/B0BZR1YS3S

 

IWP 189 the ones on the 1098/1198

and IWP 162 the additionnals injectors on the 1098R

 

Autodoc sell IWP 189 for £108

 

has anyone on here tried these Chinese equivalents yet^? - many for sale on EBay also, some with naughty M-agnetti worded implications. as Chris says, i would "take a punt" if i really needed a couple. I saw some on EBay branded Magneti Marelli for around £31 (plus £4 approx postage) also. seller claims only 2 left.

https://www.ebay.co.uk/itm/135277543271?_skw=IWP189&itmmeta=01JAHPW205RPQC1Y9ARJT7R5M2&hash=item1f7f2b7f67:g:lR0AAOSwE5tm-kb-&itmprp=enc:AQAJAAAAwHoV3kP08IDx+KZ9MfhVJKmW6p3rdSgZIr1o4Sqz6z4Ct2kjuwdeYWC0h4VY8vItAYAs/XyeNOYxiP8DDMZQovV7PZjH7HQkejAqE8FykbQQMBskS/uFtDHAGXvns8T9NEEfi63JjLUABYpzIW+oOGmCvf0yZF3626WT0kO+9rqjaHD+GPUdZUYmi73InwKn9Ji2eYcMdJmfXAF4Mph2/DyQoZ1bbaHLpo0KB006S7NhqP73Ay1jK10T0SE34DVjDQ==|tkp:Bk9SR5ag8LbUZA

 

Take a punt on the secondary IWP162
https://www.amazon.co.uk/Bordhap-Fu...-7-spons&sp_csd=d2lkZ2V0TmFtZT1zcF9tdGY&psc=1

 

Genuine question: perfomance is subjective, what are you trying to achieve, or in your mind, hope to achieve or see?

simply put, if you changed the injectors how do you expect the bike to feel, and what characteristics are you imagining will change?

 

I have tried chinese 12 hole injectors. You need an individual mapping for each cilinder as the injectors have different fuel volume. These chinese replicas are not equal to each other. Also they don't last long. both injectors failed after an while.

 

Thank you for posting.

 

I'd save your hard earned groats quite honestly.
your 1198 and the 1098R use the same primary injectors, the IWP189/ They're a 12 hole injector flowing 510cc/min
The IWP162 secondary injector is a 4 hole injector, with a 377cc/min - could be swapped for the 189 but in truth more than adequate for the job it has to do and the frequency it has to do it.

Both are a pico cone spray pattern injector, so you've already got really good atomisation.
You've got the best of breed already.

The reason the R (and all the twin injector bikes before it) have the secondary injector is not for more fuel volume as is the misconception, The amount of fuel delivery through the injector was never a problem even with the old green injector on the 8xx and 916, they flowed enough fuel but got killed by cycle time, because when you get to a certain RPM the injector cannot recover quickly enough irrespective of how many cc's it can flow.

Ducati powertrain engineers compensated for WOT applications on big massive straights and huge sweeping bends by making that second injector on the race bikes fire during the down time of the primary injector.
These injectors will happily flow 510cc per minute, so you're getting enough fuel as it is.

If you want to talk about flow rate and tuning scope in the form of package protection for future offerings, then just get the secondary injector setup. Not impossible, but the hardware is difficult to come by. You'd obviously need the map, but also the airbox, sub loom and if you don't have and R loom, the extra pins and harness wires put into your ECU for the second injectors. Your timing sensor is taken off the timing gears so you don't have to have that twin pickup flywheel going on that the previous bikes ran.

Save your money and time until you know what you want from the engine. "more scope to tune the engine" is a bit wishy washy and is the sort of rumination that some less scrupulous so called tuners love to hear as they can empty your wallet like michael gove does cocaine and mug you off with some old blarney if you don't know specifically what you're wanting.
magic beans and all that.

Decide what you want from your engine and work backwards from there - then you see on what, and how you need to spend your money.

If your remap guy was worth his salt, ie. CJS or BSD, then you'd have a very nicely mapped ecu with optimal fuelling with still loads to spare, and also a good throttle response. When it comes to engine tuning you don't do 'just in case one day" as if you're not careful you end up with an empty wallet rather quickly and nothing meaningful to show for it.

Here's my 2p worth. Your 1198 powertrain is a glorious thing that's more than capable as it is. Until you know specifically what you want, Leave it alone and don't look for ghosts that aren't there.

 

FYI, CJS did my old 1198 (full 70mm termi, filter etc) he got 171 rwbhp and 98 Ft/lb...which was plenty

 

Exactly this. Someone like Chris will optimise that package to be the best as it can. The standard road bike setup is actually surprisingly under utilised, the ECU in those is actually quite a powerful little piece of kit, and now that people like Chris can programme it directly they can unleash it's full potential, whereas before Ducati had it all locked down and sandboxed. If Marelli had hidden two channels in there so that it could hold two maps that would have been amazing.

 

@Andy 1198, i see you cerakoted your 70 like I did my old one. If you cut a 50mm x 70mm sheet of that fiberglass silver heat shield material, edge it with some gaffa tape to stop it fraying and put it over the inside of your right calf secured with one of those medical sock things, you will not get 3rd degree burns from the exhaust.