Monster 695 5am Fuelling Help

Hi, hoping for some expertise here. My girlfriend has a 2007 monster 695 with the 5am Ecu. A year or so back, we were experiencing what seems like quite a common problem with these closed loop monsters. It manifested as lean pockets of the map leading to really severe intake backfires. We took it to a local Ducati guru who after a lot of investigation handed it back and said ‘fixed!!’. They explained that they’d put an updated ECU map on the bike which it had presumably missed out on because it was never serviced at a dealer. I’ve recently obtained TuneECU and can now see that it has a map called 2235PI01. It’s available on the TuneECU site. When I compare this with the Ducati performance map (2235SI01) I can’t see a a single parameter which is different so I can only assume that the two are identical, maybe the P map is just a copy of the S map or something?? Anyhow, the problem is that the DP map is aimed at bikes with a more free flowing exhaust and intake. In the absence of these mods it seems to be running quite rich. It has cured the popping issue however I’ve looked through the plug holes and can see a shiny halo around the piston which I’m suspecting could be due to excessive fuel. The plugs are coming out quite black too. Pic for ref showing virtually new plugs versus hers. My concern is that if we’re getting piston wash, that we could be doing substantial damage to the engine over time. Does this sound likely? If so, something needs to be done, but I don’t know what! One question I did have was whether the Ducati performance map can be used with the O2 sensor switched ON. Currently it’s off. My hypothesis is that with the o2 sensor on, the ECU will try to correct/trim the fuelling by leaning out the mixture a bit. Probably still better than the stock map. Is that an acceptable thing to do? Can anyone see problems with this approach?

alternatively I could review the stock versus DP map, identify all the changes parameters and half the difference to try and lean it up. This worries me though. I’m not totally dim but if I mess up her bike, I’ll be for it!

thanks

 

Thanks all. The PI map that I have came from the map repository linked on TuneECU.net both that and the one that I downloaded from the actual bikes Ecu are identical in every way to the DP map. With TuneECU you can load one map and bring in another to compare. You switch between the two by holding down on the screen and it hilights differences. They are identical so far as I can see. That’s on both fuelling and both ignition tables (I’m assuming each is for a specific cylinder). Also identical in 9700 rpm rev limit and o2 sensor being deactivated. The issue with reverting to stock and disabling the O2 sensor is that when it was closed loop it ran fine but in open loop it had all the problems and it wasn’t really rideable as it was blowing intake hoses off. Hence the question around the feasibility of doing the opposite and running the DP map with the o2 sensor enabled. The hope being that the o2 sensor would read the rich condition caused by the more restrictive air flow and compensate by leaning it out a bit.

 

Understood, thanks. I had hoped as there’s a tick box it would be simpler! Does that mean that i need to copy the stock map parameters to the DP Tables in order to deactivate the O2 sensor or will the tick box work to deactivate it on the OE map?

 

So the original map is back on with the o2 sensor deactivated. It’s somewhat harder to start and feels very lumpy. Riding it gave rise to one or two intake pops but fairly gentle ones but the bike feels absolutely gutless. Looking for other options. We might try the DP map again but with a K&N filter to try and get more air in.

 

Afraid not, I haven’t got a gas analyser.

Any idea if ‘remapping’ the Ecu from one map to another also resets the long term trim? There’s an option on Tuneecu to reset adaptations but I can’t find any useful information on what the effect of doing so would be.