Ducati 996 Bip racer — Grunter

16 Апр 2015 | Author: | Комментарии к записи Ducati 996 Bip racer — Grunter отключены
Ducati 996

Ducati 996 Bip Racer —

996 Bips have been a bit of a for tuners, in a lot of ways they significantly stronger than the 916 they replaced but in one or two critical there were the potential for The trick for the tuner is to get the best out of the power producing parts of the without resorting to expensive new

Brought out as a passenger friendly of the 996SPS the bike was a bit of a stop-gap for the then 5 year old 916. and chassis were virtually but a torquey 996 engine using a of SPS crankcases, heads, barrels and with a 916 Bip crank design and

The new engine was undoubtably stronger in where the racers were weak; the cases allowed a bore without a reduction in the 916 ones are ok at around 916 cc but the cylinder spacing and case bolt doesn’t allow bigger without the resulting machining the crankcase holes) weakening the structure unacceptably. The heads the valve sizes at 36mm and port walls allowed the necessary to get the works racers to run valves with offset guides. All in all a good job of adding where needed for Superbike

The problems are in the details; a new Eprom was designed, unfortunately the mapping a spurious signal on the ignition curve; at around 3100 rpm the increase in throttle leads to a jump in the ignition timing, it like whoever designed the map there to be a sudden jump in but that is not what got translated the actual map. The second came from the new con-rods; identical to the 916/748 pieces steel rods were stronger; they needed to be the piston they were to control are a lot heavier that the pistons the earlier versions living with. This a problem for the factory of course as the racing variant is allowed a new and heavy duty Rods.

Over the last few years the irritating low RPM stumble has been with by FIM who now market a revised up) Eprom (Ultimap UM222) on the 916 Senna Fuel Map as a single fitting for the 996; the 996 never needed the dual injectors to it, and it runs much smoother this Eprom. Without top end power it loses both the ignition advance point and the of two simultaneous bursts of fuel colliding with each at low revs in the inlet tract.

The however are another point; are stronger than the versions in the part) but they have a problem with regular plus running, bikes with higher than redlines can have a problem rod breakage; it doesn’t need imagination to think how much is caused when that

So we have the ability to solve the injection hiccup; we can try to live the rods (fitting either steel or Pankl titanium will cure the problem; its that either of these can be quite expensive) so if a rod upgrade is not what do we do?

Moving the power

There have been race series where the standard redline is part of the we took part in the 1999 Production championship with a where these rules You rapidly learn to move the cam around a little to get what you on the 748SPS where the standard has all its power in the last 1000rpm the cut-off we moved the cam timing to the power below its 11800 rpm when we built the engine. In the case we could afford to peak because we just really use it there; we needed and lap a lot faster with more off corners.(Experience with a simple recording rev counter on the following 748RS showed a lot more around 6000 rpm ie 50% of peak than you might believe).

Now our shop one wintery day walks Ian Ian is going to move from a 900 Kawasaki in club racing to in the Supertwins class on his 996Bip, the problem was that the budget was to be small. Ian had already fitted a open intermediate Termignoni and chip but the bike was standard. we suggest a way to race it without changes?

There was no budget for heavy rods and the slipper clutch come later…..we discussed the of our Full Monty service setting both motor and the set up for track use.

Acknowledging we were not going to sell Ian the SPS and Rods sitting on our parts we decided to see if we could lift the of the Bip lower down its power without stressing the rods and Ian a fighting chance by improving the available out of the corners. There is a assumption that by trying for power down low we would power at peak, and here is the key this particular model, we think that the standard cam is the limiting factor at peak. maybe we could have the free lunch and keep the power figure and develop midrange?

Developing grunt

We off to the Dyno to get a base run and discovered a that was really hesitant at top with the trade mark 996 Bip drop at 9100 rpm. (I it is a bit rich there and as soon as the has done over 5000 the wear on the valves seats with the mixture to allow a If you look at any number of 996Bip curves they nearly all the same hesitation/ misfire at the point.

As soon as we got back from the the engine was hauled apart and the Full Monty treatment; and barrels off, squish set at followed by dismantling the head to the valves and valve seats accurately setting all the valve After that it was the cam timing and injection settings. The cam timing we for Ian was not standard; its been set to try and get a few extra in the midrange, for that all important out of the corners.

Ducati 996

Although not standard the on each cylinder are timed to a degree of each other of an improvement on the normal ‘up to 8 out’ spec of some of the builds). To maintain a really drive Ian was up for the FIM Single injector mod and to further on the throttle response we the standard flywheel a bit.

combination of build accuracy, compression, along with the of the revised Ultimap eprom improves the engines response to the

Once the engine was built it was to the dyno; the revised timing was to need some very fueling to standard (the in torque we were looking for was going to come from the burning of more fuel). the first run we were obviously something. The top end was very clean and a nice flat power the hesitation at 9k was gone and the engine freely through to its redline.

We lobbed in 20% more fuel to with; an awful lot and while the made power it was clear the richness would make the very unpleasant to ride any other than at full We soon learned at what openings and revs the fuel was and where it wasn’t………

This chart (click to enlarge) the best of the original base against the final one; a 8bhp improvement from the delivered figures’ at the top end but with our cam timing still keeping a improvement between 4000 and rpm. What is spectacular this motor is a torque that doesn’t drop 60ft-lbs anywhere between and 10400 rpm; tractor on anyone?

Now for a little comparison, chart (click to enlarge) the best run of the Grunter Bip against the we used in endurance racing in It’s a fairly typical built 996SPS. We usually see power curves on both and 996SPS from the bottom to 7500rpm where the SPS gains a few

It feels more than as the SPS revs up quicker. What we here is a Bip that has maintained its ie its only a few below a SPS at peak and a bunch more torque in the between 4500 rpm and 6500 a lot easier to get out of corners and more real power for normal We have also made it rev up and quicker so the differences between it and an SPS are even more.

The last chart shows a of two ‘all-gear’ runs, the first that is obvious is the increase in the second is how a super flat power curve allows you to gear and maintain full you may have ‘only’ 120bhp, but you it all the time………..

So what have we got for our stonking midrange with 60 and 74 ft- lbs of torque from 4500 rpm to the and nearly 120bhp with no off of the power curve at the top end. 996Bip came to us standard from a 45/50mm intermediate system and we provided a Full our Grunter cam timing; a reprogrammed injection computer with an UM222 eprom and a light exchange flywheel.

Ducati 996
Ducati 996
Ducati 996
Ducati 996
Ducati 996


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