So, stage three of the 848 guessing game... Tomorrow 2010 non evo 848 is going on the dyno for an ecu setup. Bike currently has a full race termi and matching ecu. 3500 miles, and about 1000 of them on the track Hoping for > 5% improvement on bhp and a bit more on torque? Rear wheel power and torque always a good debate due to dyno calibration; but... I say: 120 rear wheel bhp pre tune and hopefully > 125 post tune 65 ft-lb pre and > 70 post tune Bob
You're probably on the money there. Just as important as the actually numbers are the changes in shape to the power and torque curves. Its not so much how big the gains are but where they occur that makes the difference to the way the bike rides. Especially a road bike.
Loads of interest in this thread then ! Took the bike to CJS. Chris is nice bloke who knows his stuff and doesn't mind educating the less technical like myself. I'll upload the graph later on but in short: It started of 129.67 bhp (10797 rpm) and 69.69 ft-lb (9424 rpm) It ended up 134.79 bhp (10780) and 72.11 ft-lb (9463 rpm) Both power and torque curves smoothed out a bit... Chris said it was the best performing non evo he'd worked on. Could be because I got a good one... Could be because I've treated her to lashing of good quality oil and TLC Could be because it was very fucking cold today. Could be because I've got forged ally rear wheel; so less weight to spin up?? No sure about any of these; but would welcome opinions... I went to Chris as he was highly recommended on this forum. +1 for the recommendation. Same for the lads at Louigi Moto. Came across as very down to earth blokes (and lass ! ) who have a genuine passion for Ducatis. I'll probably take the 848 back there for some post season TLC... Bob
@arthurbikemad I put the HM QS on last week. Didn't have chance to test it before today... Chris tested it on the Dyno. Seemed spot on; no adjustment required at all... Cheers, Bob
my glass if half full. It went in good and came out better... edit = need to fix image... back in a moment or two....
I would hazard a guess not without altering the engine internals, such as cam profiles. But don't quote me. There are three significant features of that graph for me. The first is the increase in both torque and power at the bottom end, the second is the filling out of a significant power dip between 4500 and 5100 (and a lesser torque dip at 7000) and the third is the increase in top-end power. Again, hazarding a guess from what I've found from reading my bike's graphs, I would say that at the seat of the pants, which is where it matters, the feel will be less of a dip around 5000 than of an extra spike of grunt between 3900 and 4900. The mean trajectory of the torque curve is now upwards whereas before it definitely went into reverse momentarily at 5000. There is still a dip there but it is shallower and shorter and doesn't reverse the momentum. It will be less noticeable. I'll bet the bike feels meatier and more progressive down low. And the filling out of that little torque dip and corresponding power dip at 7000 should make midrange roll-ons feel creamier. And that extra burst up top should make it feel more eager to hit the limiter. The gains may be small but add them together and the bike ought to feel punchier, sharper, smoother and more revvy up the top. Hope I'm right. :Eggonface: I've got two sets of graphs or my SF. One a before and after following a remap of the standard engine, the other a before and after for a second dyno session after blue-printing, balancing and headwork. I post them up when the roads have warmed up a bit and I've been able to give the bike a thorough workout. First impressions after a few moderate blasts are very good indeed.
Well, from taking mine there as well....and - I think im gonna be going back again soon....forgetting about graphs - mine was a night and day change (hyper 1100 evo) - everything became more "driveable"....absolutely brilliant. Ironically where the torque curve goes right up that's what the front wheel does now as well.
Took the bike to Donny today. My mate noticed a big difference. I noticed the traction control cutting in a lot more... So yep; seems a lot better...
CJS RACING Ducati Cylinder Heads Tuning Gas Flow Dyno ECU Custom Mapping Bristol Bath Not having TC is less of an issue when the engine is perfectly fuelled. The throttle feels like its connected directly to the back wheel. My cam timing has been advanced - quite a lot. In the old days it would have had lumpy cam syndrome, feeling very rough low down, but Chris has ironed that out by working on the ignition timing. You still get massive punch but the fuelling is utterly smooth and predictable. It's actually an easy bike to ride. In fact until you get going, the only clue that the engine is not standard is that when hot it won't start if given even a whiff of throttle. Its high compression and gulping so much air that if you open the throttle it struggles to turn over. I made that mistake the first time I rode it when I pulled in for fuel. I thought I was going to flatten the battery. Leave that throttle alone and it fires up beautifully with a smooth tickover.
