My 1199 starts to temporarily lose power for about a second when rolling off the throttle say 30ish mph in second slowing down or is the electronic trickery fooling me ? Be good to get a view. Thanks Adrian
I thought EBC didnt want to sound like s clown, found this on visor down "the Panigale is still pin-point, you only notice the downside to EBC on a couple of really slow corners" blah blah its a review of all the electronics and this quote is pertinent to EBC!
try the EBC on 2 .. bike becomes a lot less jerky as it increases smoothness... noticably... tested the change earlier this week and it does make a difference...
I don't have this problem at all since the latest engine map uploaded at my 1st service last weekend - Can't say I noticed it before but that was the run-in phase anyway. Apparently the latest map was released about 2 weeks or so back hope this helps
it could also be the exhaust flap closing, as this changes the tone of the bike and makes things a bit jerky, i found that disconnecting mine at the exhaust end (you can see it between the chain and the swing arm) made all the difference around town.
I have noticed this on mine too. Just can't seem to get a smooth transition on the slow corners. It's as though the timing is such the engine doesn't fire, then all of a sudden fires up a second later. Quite annoying if I'm honest.
I got the up-map and the termis fitted. I use my instructor's technique in slow corners and coast, just feathering the clutch. It's so lumpy and jerky at slow speed with the engine design that you'll never get a smooth slow-speed experience from these bikes. God alone knows why you all seem to have problems with the EBC... just turn it down a notch or two, or go from 'sport' to 'race'. I'm not trying to be either rude or know-it-all... I just think some of the contributors need to get their bikes by the scruff of the neck and thrash them a bit harder ! Happy riding, Eddie
"I just think some of the contributors need to get their bikes by the scruff of the neck and thrash them a bit harder " On slow corners around town in a 30mph limit??? Most of us on here are well seasoned bad boys in the right place but around town is just daft - No offence meant. A gob full of throttle will hide all problems but doesn't cure them. Riding on the lightest of throttle tells you plenty, if you want to understand the issue that is hope this helps
I think you believe I'm missing the point but in fairness I'm not... I'm probably being misunderstood, at worst I'm a poor communicator. The bike we've all chosen to buy is a super-sports bike and in the case of Panigales, they are in an extreme level of tuning which makes them nearly impossible to make smooth running at lower rpm. For instance there is massive valve overlap... there to allow good gas-flow in the power-band but gives back-burn and awful running at idle. Before electronics and injection, our engines wouldn't even run at all at lower rpm... now, we can overcome some issues by fitting two injectors per cylinder, one for low speed running and the main one for high rpm power. We can ignite the fuel a bit later to avoid forcing the engine to try and run backwards at low rpm and then light it ridiculously early at full rpm. The pistons are like dinner-plates for lightness, so we can wring another few rpm out in the power-band ( the 'R' has even gone to titanium con-rods in order to find just 500 more rpm ) . All this is there to make a Vee-twin give the sort of power a transverse 4-pot can give with far less faffing about. The price you pay is low-speed NVH ( noise, vibration and harshness ). So, what to do ? Coast rather a lot, feather your clutch and live with it for it is stuff such as this which gives us the character, the soul and the excitement so lacking in it's competitors.
I read another contributor's dislike of the light-throttle jerkiness. The problem you describe, I know only too well. Yes is is a nuisance ! If it helps, the problem is to do with the transistion period between the little injector cutting out and the big injector taking over. If you look at the cutaway illustrations available on the internet, you will notice the big difference in positioning (some air is going to miss out on getting enough fuel as the change-over takes place) of the injectors. The little injector is angled and sprays into a fast-moving mini-stream of air for low engine speeds. The bigger injectors are way away, out over the inlet bell-mouth. The problems are empirical in that neither injector can function in the other's environment. The little one's ramp-up, spill, ramp-down period which is necessary for it to give a functioning spray pattern and period is incapable of operating beyond it's design capabilities (currently nothing else will either). This scenario is similarly so with the high volume required of the large injector. Where the little one tops out by virtually going into permanent spray, just to meet fueling requirements, the larger one is almost below its ability to ramp-up, spray and ramp down (almost to the point where it shuts itself off before it has a chance to even open). On top of this we have a closed-loop injection cycle where the Oxy-Sensor is trying to keep a sine-wave injection protocol operational to meet the demands of the emissions regulations and service the needs of a catalyst (if fitted... still behaves ias if is was there even if you remove it). This means that while the injection system is flicking from one injector size to another, based on purely technical limitations, the emission system is overiding it to seek sine-wave enrichment, enleanment, to meet it's own parameters. As far as thee and me are concerned, we are piggy in the middle while our poor steed tries valiantly not to stall beneath our clenched buttocks ! I know it doesn't fix it, but at least you know it isn't lazy Ducati engineers, but plain old physics raising it's irritating head once more... the World as it IS rather than as we might WISH it to be. As materials technology progresses ever onwards, we might find a fix in the pipeline... after all, we have the might and power of VAG for us all to enjoy the benefits therefrom !
I'm far from an expert rider but I don't understand what the problem is. I find the Panigale very easy at low speed. This maybe because I have only ever ridden Ducati's since passing my test so can't compare to a inline4 but in comparison to other Duc superbikes it's a doddle, the 1098 was a very harsh bike at low speed and very difficult to feather. I'm curious, what bikes did you guy's have before moving to an 1199?
I think you demonstrate perfectly how one needs to 'learn' a bike and not assume that a bike can only works if is the same as some notional, popular base-standard (CBR1000?). I only attempt to explain function, not how we , clever creatures that we are, adapt to our creations.
In no special order: SLR 650 (single) CBR1000f PC800 CB400 Hondamatic ZZR1100 Puch Maxi Raliegh Wisp Phillips URAL Solo URAL Outfit URAL Wolf (custom) and loads I've forgotten about...
I think the same compared to any previous Ducati sportsbikes the 1199 is far easier and smoother to ride
At the risk of repeating my initial post on this thread, I don't have a low speed problem either but was trying to help others that do. FWIW, in 1,000 miles from new, I have stalled just once and that was in 'kin heavy Brighton traffic in very hot weather (for me not the bike) when turning left at walking speed into an uphill side road. The fact that I needed several tries to restart indicates possible overfuelling and possibly my fault for not clearing its throat enough. That said, the idle is and has always been absolutely perfect as is low speed pickup - A real treat after 17 years with my '93 SS. As for the twin injectors on the Pani, unless I am mistaken I think you will find they are compounded at higher output rather than operating sequentially precisely to avoid overlap issues. This is exactly how a multi jet carb like Weber functions. hope this helps
