— Ducati 851 A WORK IN PROGRESS 3

11 Фев 2015 | Author: | Комментарии к записи — Ducati 851 A WORK IN PROGRESS 3 отключены
Ducati 851 SP 3


My baby been seeing too much action lately, and the arrival of the renewal ( the second since I it! ) has only served to remind me of What-s that you say, pit? Hmmmmm.

For the trainspotters, I point out that soon this photo was taken I an original clear screen and black mirrors. Just for sake.

The dyno graph shows the result from the muffler fitment. Before in is ST4 headers with std ST4 mufflers. in red is ST4 headers with Staintune ST4

The green line is from the report, being std 851 headers and Termis. Although only a improvement on paper, it certainly the character of the bike. Much responsive and general fun to ride.

wheelies far, far easier

Dynograph courtesy of DYNOBIKE 9553 0018

Then a of problems and a lack of time led to the condition. But, with the of the FIM memory board in the ECU, a new starter clutch ( complete new hub and gear ), rebuilt water and cleaned injectors, we-re on the road.

A short comment on the starter as this stage. In the past I resurrected dodgy starter with a new spring. I found a spring company who had the right I just had to cut down the length. So I doing mine would be

Just pop off the side, rip out the bits, new refit and away we go.

Unfortunately, I spilled its guts it all went a bit shaped. Put simply, this was the damaged starter clutch I ever seen. The clutch ( the roundish bits that in one direction ) were so damaged they had metal peening off the ( that I could chip off ), and big missing in places. The spring was in, around and under the rollers

The hub and gear were not much Technical term —

After 60,000 km though, sort of stuff is to be expected. I the new spring, under the old nothing to banner, but wasn-t too confident. It great for about 5 days, nothing. Well, nothing and a leak from the pump requiring a full water rebuild. However, the bike was at when it let go, so we just put it on the skid and it upstairs.

Luckily, I had just sold my Guzzi Eldorado that had occupying a spot in the corner of the area for the past few years, so the 851 right in. Looked great, frankly, I-d rather have riding it.

So after the bits ( Back Order happens to me too ), it was fit and go. The FIM board is the same deal as we to the 888 SP4, and turns the Weber P7 ECU a permanently adjustable unit. The board is a great piece, as it you adjust every point on the map as you please. This is the way Duane configured his chips for the P8 ECU, but people got so confused with the that he went to the zone

Which the punters found less confusing. Pity, but life when you-re to sell something. The chip fitted was his 851 ULTIMAP UM011, not the one, but I didn-t bother it, as the previous +/- fuel runs had me the best power I would regardless of the chip.

While I had the alternator cover off the time I took the opportunity to fit the Performance lightweight flywheel I had around waiting for such an Which meant I had to remove it and fit it to the new I was surprised the effect wasn-t immediately obvious, but using more revs showed a improvement in response toward the top end of the rev

That, and the need to close the on WOT acceleration in first gear to it looping got my attention. Sure as surprised me for a slow old 851.

The DP for these P7/P8 models has a ring bolted to the outer of the alloy centre, which the four pickup bumps for the sensor. This raises the of the flywheel slightly, but it still in at around 750gm, some lighter than std.

Ducati 851 SP 3

Anyway, back to the story. The step in the tuning charade was the cam timing. Given the success I-d had the 996 specs transferred over to the and Doug Lofgren-s results his cam timing investigation, I was keen to do the Easy job given I-d previously the VEE TWO adjustable pulleys. I pulled the when I had the coolant out with the cover off so this meant I have to do much disassembly to get the covers off.

Of course I to remove the injectors ( which removing the throttle bodies ) to get them flowed and cleaned I had it all back together, so I could done the whole thing at Thinking ahead? Not this

The result of the cam timing change is below. Power first, torque. Green is before ( cam reset to std spec, ST4 exhaust mufflers, no airbox lid ), red after. The change — better up to the peak, same max power and a less after. Personally I the smaller valves are probably the top end on this bike compared to the models, which have 1mm inlet/exhaust.

The cursor is set at 7,000 RPM, max power coming in at 9,000 Most of the curve shows a 6 8% improvement, which is most on the road.

Just what I was It-s a bit funny to ride. the 888 SP models, it revs very without feeling that Surprisingly quickly actually, as the catches me out sometimes. As does the of revs I find myself

Maybe like a 748 ( which I been somewhat unusually riding lately ) with grunt and wheelies. Makes the gurgling noise through the as the SPs too.

Some are probably about the effect of cleaning the These early injected ( including 907ie ) have been dirty idlers, lots of hydrocarbons and high in the samples. I checked mine hot after a ride and was quite at how bad the mixture was.

I though that cleaning the injectors help, given the age of the bike. The from Expert Injector showed both to be down 10% on flow, with poor patterns and leaks when After reinstalling and rechecking, the at idle had about half the hydrocarbons and oxygen in the sample. makes it far nicer for anyone behind the bike, believe me.

Also makes it idle better. Certainly worth to any bike with a few km on it. I-ll be the 888 ( with 30,000 km ) done as a of course.

Not sure where I-m to go from here now though. I I-ll have to follow and fit the 748 heads, but there-s no real unless they-re ported bigger valves. More It-s really nice to the way it is, but I just can-t stop with it now, can I?


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