— ST4S With Ducati Performance Power Kit

4 Апр 2015 | Author: | Комментарии к записи — ST4S With Ducati Performance Power Kit отключены
Ducati ST4

ST4S With Ducati Power Kit

Being the complete ECU power kit from Ducati it also includes some mufflers, open airbox washable filter, 14T front 37T and 39T rear sprockets. Std gearing is There was previously a kit available was only mufflers, airbox lid and but that now seems to have replaced.

For those not aware, the is a little different from the ST4 in of engine management. Although it is the old Desmoquattro 996 engine, it shares the duration inlet cams the S4 Monster and the new 5.9M ECU — the little one. This ECU has no chip, and as yet there is no remapping available.

FIM are working on a replacement ECU will go straight in and work the as the std one, apart from adjustable using software similar to the 1.5M ECU (SS, M ie) software.

For the moment, however, the options are to use the idle trimmer to or lean the whole map, or to the ECU with another. Ducati has been selling ECU in kits for S4 but the ST4S kits had the ECU dropped first offered. Instead, the kit came with instructions to set the mixture as per normal, then done to increase the trim by 20 and wind out the air bleeds to lean the mixture.

I have used idea to richen a 998, but it isn-t that flash, when you need quite a bit fuel. So I was quite keen to this combination, just to see how difference the ECU made.

So, to the curves. The first graph is the second torque. This was a little lean on the idle when I dyno-d it, so all the results are than I ended up setting it, but the and the improvement offered by the remapped DP ECU are obvious.

Green is all std. is with the Ducati Performance mufflers fitted. Purple is the DP air filter kit added, but still the std ECU.

Red is the addition of the DP ECU to the mufflers and an air kit. From the first I knew this ECU was pretty WOT fuel wise. The curve was and fat, and obviously far better anything with the std ECU was. an increase from 108 to 118hp, even a dip, pulling to the 10,500 RPM rev limiter. I didn-t get to it, given the leg situation, but those who including the owner, were way (it also had the 14T front sprocket

Turns it into a very bike, especially for a tourer panniers.

Dynograph courtesy of (03) 9553 0018

courtesy of DYNOBIKE (03) 0018

Next up is a comparison std 996 and ST4. Green is 996, red is and blue is ST4. Given the exhaust and inlet of both ST the similar shape in the curves is to be The better upper RPM performance of the 996 is likely due to the better airflow its design allows.

Pulling the airbox lid, as in the 888 and many other reports, is one way to get the ST series to make some

Dynograph courtesy of DYNOBIKE 9553 0018

Now another this time this with the complete power and a 996 with Termis and FIM chip. more equal, and I-d expect the duration inlet cams to a bit to do with the better output. I like these cams.

Red is green is 996.

Dynograph of DYNOBIKE (03) 9553

Now, some graphs air/fuel ratio curves and the increasing the idle trimmer There was a bit of a problem here, Had I set the idle trimmer for correct mixture on the gas analyser with the DP fitted and std ECU before hand I should have done for testing procedure), it would started at +45 or so.

As it was, it started out at I didn-t expect it to be that far off and this has greatly reduced the and relevance of the testing I did. really annoying me now that I check this before, as I would (and did consider).

Bad procedure pisses me off, when I-m guilty of it. I was hoping to get a up figure for slip on mufflers std ECU, but really just my time. So, all these runs are somewhat by being too lean Even the std run is with the trimmer set too although I didn-t get an air/fuel for the std runs.

The effect of the trimmer is obvious as are its limitations in correcting the fuel

First graph is with DP only and the std ECU. Trimmer set to +10 is +20 is blue, and +30 is red. As stated the trimmer should have +40 at least to start with, so if we set the as part of a service it would been richer than any of runs. However, even if I had at +40 and then gone up to +60, I very much the air/fuel would have gone 13:1, as I would want to see it for power. Which does me quite a bit.

Does mean running slip on with the std ECU is bad? Well, we lots of customers doing and no-ones had made any complaints to me Although, I would expect to feel better on the road a well developed map, these results.

Dynograph of DYNOBIKE (03) 9553

Removing the airbox lid and fitting the DP air kit led to a not so obvious lean spot power wise) in the S4 Monster, and has a impact here. Not quite as but you can see that increasing the trimmer really didn-t have effect at all. Not sure why it was this, but running these lid-less without an appropriate ECU is to me not a idea.

Up to you though.

The graph for DP mufflers air filter kit is next. Trimmer set to +10 is +20 is blue, +30 is yellow, and +40 is red. As you can not that much variation the air/fuel curves for the four The purple run is with the DP ECU added. The in both air/fuel and performance is obvious.

The trimmer is set to +20 for this although it ended up at +35 when I got to work and set the idle mixture to 4% CO the gas analyser. So, it would have a little richer again this curve shows.

Ducati ST4
Ducati ST4

courtesy of DYNOBIKE (03) 0018

Just how much is by the next graph. This the three runs I did with the DP ECU plus the richest with the std ECU for I varied the trimmer setting to see how difference it would make. Not Which really indicates the mixture is pretty close to the engine wants.

The trimmer may be adding a couple of percent per 10 in reality at WOT, but if the mixture is any improvement usually helps. I went to +35 for the final setting, the trace for that setting have been between and 12:1 throughout the run. perfect.

I have to admit, the DP are getting far better with mapping. Although they-d to be, as this kit is about $2,800 while the ECU, as an individual is available for about $1,650 Trimmer set to 0 is green, +10 is blue, and +20 is

Yellow is with the std ECU, and is the curve from the previous

Dynograph courtesy of DYNOBIKE 9553 0018

So, for the final a before/after. While the trimmer may be affecting the before graph a the rough shape is pretty for a bike with std airbox and The after curve is just and really couldn-t be much

Green is before, red after.

courtesy of DYNOBIKE (03) 0018

Of course, there-s an -of to finish. The DP ECU that came this kit was that of an -02 model For a company that made a of changing model spec with new models, the variations model years of the same are now catching lots of us out. dealer staff, who generally find out some of the more changes when a customer it out. Leading to a look means why the hell don-t you about this, dickhead.

then makes for an uncomfortable (oh. Well, —.).

On the the -03 model bikes — this particular bike is can run with the side stand as long as the bike is in neutral. It can be started in gear, but only as as the clutch is in. which means it has a switch also. Much the variation between -01 and -02 model S4 Anyone familiar with the S4 DP ECU will understand the implications of changes.

This ST4S will no start or run with the side down, even in neutral. It also start in gear any old you like.

Now, at this of time (Feb -03) the DP both printed books and do not differentiate between -01/-02 and -03 Which means this kit is a part number for all years of Meaning if you have an -03 model, you buy the DP kit with the correct model ECU.

So, let the wailing commence. I-m that this will an issue that DP will soon. Frankly, after the S4 they should be thinking of stuff up front. This owner didn-t seem to a rats arse about not able to start on the side (luckily ST series bikes a centrestand) so it was a non issue here, but be aware of this.

You have warned.

Ducati ST4
Ducati ST4
Ducati ST4
Ducati ST4
Ducati ST4

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