— Ducati 888 SP4

12 Июн 2015 | Author: | Комментарии к записи — Ducati 888 SP4 отключены

The model after the 851 SP3, was the first model badged as an and is a 1992 model. It also after another win in the Superbike Championship ( maybe Doug first? ) so had a big 1 on the side fairing. given the fitment of the extra 2 piece MARVIC wheels to the 900 it still had the standard issue Same OHLINS suspension and rear though.

First up is a

Dynograph courtesy of DYNOBIKE 9553 0018

A pretty result you might think. thing is, it-s not before and The red line is the base, or standard, run for the 851 SP3 in another report.

The green is the base run for this particular 888 Given that these two are mechanically supposedly identical, the same cams, inlet, valves, etc, I found quite odd. The difference is not with at least 6 Hp variation 6,500 RPM on. Not much I could do it, as the SP4 had good compression and seemed very healthy.

The owner was the man who bought it brand new so we knew the history also.

this was what I had to work I went ahead. The cams in engines have very timing numbers to the 748 SP/SPS As far as I can tell, the exhaust cams are the grind, known either as A or K or the 851 Tricolour race kit cams. The run almost the same opening/closing as the later 748 SP/SPS, but with 1 mm less lift. This make sense, given a progression in cam design is to increase the

Given this, I chose to set the around the figures the Ducati Team had run their 748 SPS bike at. as well use someone else-s if you can.

With the cams all set and the back in one piece, I gave the another comp test and headed off to the dyno. I do a second test more out of interest anything else. The cranking had risen with the cam dial to 175/180.

Pretty normal

Dynobike had just got the new lamdba setup running, so this was to be my time with this I went ahead and did a base then looked at the lambda and thought well, lets try to get right. So, instead of following my and proven approach, I was dazzled by the new and wasted an hour or so getting This is not to say the info provided was not It was just the way I was approaching it.

As always, you have to know how to use the before you can create any good it.

Ducati 888 SP 5

At this point, I went to my normal procedure and 5 minutes had the info I needed. Steve laughed at me, pointing out that it be the last time it happened to I did make one mistake though. I decided to go back to my normal I was so annoyed that I removed the probe from the exhaust. I realised it would have good to see the traces, even if I going to use the info directly.

Below is the graph I end up with my first trip to the dyno a bike. Usually, I will on the required mods to the fuel map there and do a final run. wasn-t to be so easy, however, as bike runs an old P7 ECU. We had to fit an Memory Board from FIM so we make and store changes to the map.

I hadn-t used one for some time, however, and it very differently to the later chips, so I took the info so I could plot it all on the laptop and out my mapping changes.

This shows the best of the various I make an overall change to the map and do as runs as is required to get a consistent Given you can make a change of +/- to the fuel map via the hand held with the engine running, is quite a quick process the initial consistency has been Often it takes 5 or so runs to get 2 runs that are the same you first start testing.

Then you just go through as levels of +/- as you need. On this I went from +30 ( red ) to -10 ( yellow ), so you can see how we often vary the maps. the torque curves makes the speed variations between a lot more obvious than the curves also.

Dynograph of DYNOBIKE (03) 9553

After an hour in front of the at home that night I had all my planned. Ten minutes the next saw then in the ECU, and I was ready to go. ready to go to try to sort out any other it had off the WOT line.

The final dyno graph is below in red, against the in green. The torque curve is below that.

Ducati 888 SP 5
Ducati 888 SP 5
Ducati 888 SP 5


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