Sigma Performance — Ducati 916 Senna Tech

18 Мар 2015 | Author: | Комментарии к записи Sigma Performance — Ducati 916 Senna Tech отключены
Ducati 916 Biposto
Ducati 916 Biposto

The Ducati 916 Senna / Bip

Senna’s made in three series, under a 1000 in all. A fund-raising project for the Senna they were standard 916 with a higher spec of Carbon bits replaces in a few highly visible areas the chainguard and the mudguard and an aluminium it also had the most distinctive of the 916 series with dark metallic paint and red wheels.

The engine though was pure mid 916 Biposto. These engines, and all of the respond really well to set-up. Ducati’s quality is getting better but there is more throttle response to from careful setting of the clearance (the distance the piston crown at TDC and the head) and the cam

Squish setting is not a change to the ratio, although it does slightly as a result, it is getting the between piston top and head down to a point where at revs the piston does not touch the head. Checked in conditions the clearance closes up as rise and the rods stretch and the flex, it is important not to get it too tight as a will destroy the engine in short order.

Correctly set squish clearances that all the mixture is jetted the centre of the combustion chamber as much force as possible, so turbulence and ‘tumble’ in the charge, the totality of the burn and creating the conditions for power (and as it for emissions). The drawing above to show the effect as the piston TDC on the compression ….

On engines the clearance is too big there is carbon to the outside edge. This mixture is sitting in this and is not burning efficiently and is therefore not turbulence in the combustion chamber by ‘spat’ into the chamber as the approaches TDC. Correctly set the is analogous to slapping your hard into a puddle, the flies everywhere, and the puddle empties.

Standard, it is similar to plopping your foot in to the If you look at engines where the is set properly you can see clean metal the outside of the piston, as shown in the proving that none of the is sitting there being burned.

The ignition timing have been set on the assumption the clearance will be right. it right therefore means another main variable in performance can do its job properly. On a cautionary it is possible to have too tight clearance, if you do major engine will be certain to follow.

Full Monty

Enough of the stuff, back to Senna’s. Hannaford bought his bike to us for a Monty in April. The bike was standard apart from a the intake stubs’ undertank open pipes and the factory ‘062’ EPROM.

The Full is a replacement for the first ‘big it means we can set all the little clearances in the to the ones Ducati intended the to have, but did not have the time or on the production line to achieve. It is a and for all’ reset of all the main specs designed to get the engine to as well as it can.

We set all the valve to the right numbers and we check the clearance is as close as is practically We believe that to get maximum from your engine the and their seats need to be up occasionally, on our race engines we do it 200 miles, but that is how you try to win races factory Honda’s. On the street it we preach the gospel of taking the off every 6000 miles to everything up and ensure maximum

Sure it takes a little but the benefits of a full checkover are it.

Steve’s 916 was no exception, we had to machine 0.3 mm off the of the barrels to close things up in the department. Once we had a good the cam timing was set; this is getting it to where it should be. to get it to ‘standard’ all the cams required the most exceptional was the rear exhaust, which required an 8 offset key (in Ducati parlance a dot’ key) to be accurate.

In cam terms that is forever. all the fuel injection settings set to zero plus or minus and the throttle bodies balanced. The is an engine where each is working ‘with’ the other not it.

The final course in this is a revised fuel injection This allows the overall map to be to allow you to take into the little changes you see from to machine in fuel pressure. should be 3 bar, 44.1psi, but the pressure regulator is a bit of stamped out tin a spring in it so figure on anywhere 2.75 bar to 3.25 bar.

As the whole mixture is based on a of fuel at a certain pressure and of duration if either is incorrect fuel mixture will be and your engine will not run as as it can.

Ducati have had the capability to have a different in the rear cylinder but it is only recently that they started to use it, FIM Ultimap EPROM’s very effective secondary for earlier Ducati’s. Recently have started to map the rear from the factory but the adjustments are small and do not seem to take account the additional turbulence the cylinder experiences when the is on the move. It is still possible to in pure performance terms, the or ‘open pipe’ EPROM one correctly mapped for the specific

Ducati 916 Biposto


Back to Mr Hannafords Senna. Full Monty Steve that the engine idles responds to throttle better, less fuel, goes and vibrates less. The first chart shows the change (008) and without (010) the undertank airfilter. The second the same engine showing the horsepower but calculated in DIN, if you to boast about more get the chart in DIN!

For those of you who care the new EEC standard is between the two.

This is a only 4 hp less than a 996 we recently built (see 996 bip ), the only non-standard things in engine are the EPROM and the barrel Everything else is still just set-up correctly. in mind that the dyno we use has a for being quite tough, engine is putting out 6 bhp more the range than the other prepared by us!) 916’s have used this

Again we have to report a foam undertank airfilter power. The standard filters may not be the effective filters but we see little that engine wear is with the big foam jobbies. The big filters also kill off the intake roar, something I not want to lose.

To help any dirt that does get the filters is caught we spray in the inlet tracts next to the Just like a KN this the dirt and encapsulates it, the next bit of just gets caught by the bit, now covered by sticky

The engine has 45mm Termignonis, now standard airfilters and has never in 12 miles had a rocker failure. uses the bike hard mile round trip to a three day ‘perfection training at the Nurburgring, and a 1500 mile blast to Switzerland, all within months) but doesn’t overrev it, it or give the clutch a hard

It is the best standard 916 I have and it only took 30 man-hours of work, who needs a 996?

Neil Spalding

Steve on his 916

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