848 bhp

At the crank ET on a good day with positive operator. But with decent breathing and some small work a genuine 140 seems easy enough. Flow it and add some other tuning and cant see why 150 isn't possible, it is, but get ready for heavy maintenance schedule

 

Not yet but soon.

The cams are the limiting factor.

With exhaust port work , skim , dialled cams and a good crank balance low 140s are possible. Changing ignition timing makes a big difference also but its not the same for every bike.

Typical Ducati the cams don't make use of the port size.

To make use we either A need to shrink the port or B fit some 1098r cams . I would prefer the latter.

I have noticed all the 848 , 1098 , 1198 series really get bad vibes around 10k. The older bikes 749 , 748 etc do not feel as bad. But after a crank balance I feel confident stood next to the bike on the dyno revving the nuts off it

 

nah, he went all giver on us.......but at least he has seen the light

 

But what about in the real would.........

 

I have.... Going downhill with a following wind.

 

I'd been thinking of getting mine dyno'd back in June time... I've never bothered, but this has got me thinking again.

Hmmmm. I'm scared of something going wrong though! Anyone else want to Dyno their 2013 Corse and tell me the number? :smile:

 

no point unless you get it mapped. Don't get hung up on numbers it's how the power is delivered not just how much

 

Aye, you're spot on - this is why I've never bothered. It feels quick enough to me, plenty midrange and good top end. Thrashable but not intimidating.

I'd be really interested - what is the OP's reason for the tune? Track bike? And does it have to be an 848 engine? Is it not more economic and more reliable to use one of the large engines - 1098/1198 - than trying to get 150bhp from an 848? Surely doing that leads to problems?

If it was me, I'd be looking to use the larger engine and not stress it rather than tune the smaller one. I know there's a cost implication, but I'd wager it's not massively different at the end of the project.

OP - can you tell us more about the bike and the plans for it?

Andy

 

just use ducatis ( and every manufacturers) formula and make it up......

now a genuine 150hp.........that is cost and time and parts

 

I was reading the 848 cup rules the other day. They are aloud a full system on an early 848 or cans on an evo and they are only allowed to use standard or DP ecu's no flashing. If they suspect a bike is running extra tuning they Dyno them and they don't want to see more than 140bhp they say most are high 130's so it doesn't take much to get to this much power but I imagine the next 10-15bhp could cost a small fortune

 

They also advertise a panigale with 195bhp, the long termer in fast bikes had 168 I think so how far off is that lol

 

manufacturers hp quotes are a standing joke.
as are the kerbweights

 

from reading hundreds of magazine reviews over the years and the testers comparing the manufacturer power and weight claims against their own.
it is a joke and ibtoonhave read the panigale is nowhere near the claimed 195hp.
other standout bullshit was yamahas claim for the first ram air R1 that no tester got near the claimed HP

 

Its measured at crank not rear wheel, so even if it is 140 hp it wont be when measured. Average loss is what 15%?

 

if you want to tune a bike to go faster buy a fast bike to start with. saying that cjs got 130bhp out of my 748r (853 kit included) beats most things on the road.

 

my 1098 measured 147bhp using termis with db killers and standard ecu.