BikeBoy.org — Daytona RS Exhausts, Tuning and stuff

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Moto Guzzi Daytona

Daytona RS Exhausts, Tuning and

Written 07/13

Summary: RS dyno runs with exhaust, eprom tuning, of 1.6M ECU idle trimmer and comparison to Sport 1100i.

I some dyno runs for a RS from the old Dynobike dyno and dynod another on the new dyno so I’d put some runs up. bikes are running Staintune and I believe they’re both the Mistral crossover that’s of a “Double Z” style, in the pipe from one side across under the gearbox to the and where the two pipes cross in the they’re open to each I ran something like this on my 1100i at one point and even my own version, but neither worked as well as the full system I which had a crossover much a Termi or Staintune full

Bike one, run on the old dyno, was a CSTN eprom which I is one of Will Creedon’s that modified a bit in ways that I recall now. Otherwise it ran a std My main playing with bike was to see how it was running, and then, on that result, I think I to adjust the idle trimmer to see influence it had.

Red is with the trimmer set for the desired 5% CO mixture, which corresponded to -120 degrees counter from the centre point. is with the trimmer full or 135 degrees clockwise from the point. As you can see it was still too lean, but and that indication is what I have been looking for at the

As an aside, I had been told made 100hp, and back in that was pretty cool out of an 992cc twin.

The variation in is at a guess up to 20% at low rpm and more than 5% at the top So you can see how important the idle trimmer is to the overall running of the bike. The at lower throttle openings be greater too.

The issue this brings in is that if the bike an eprom was on wasn’t set up properly then that eprom in another carries no consistency of setup. the predominant reason I have an of failure whenever I sell an for a Guzzi. And why I recently changed the 1100i eprom I sell to be with the original eprom in of idle trimmer setting.

At that way the new eprom makes the desired changes from how it

Next I’ll compare bike to my Sport 1100i and BMW I had the opportunity to buy either the Sport or Daytona RS when I bought back in 1998. I went the Sport as it was around $3,000 from memory, and the next makes the rider in me happy I did, although the hot it up side of me had a thing for an RS and how much power it put out, regardless of relevance.

is the RS, red my Sport 1100i with the system I made, ported, and dual plug heads, airbox and tuning to suit and is my R1100S with the Staintune system and Ultimap eprom (it didn’t dyno well the big duct fitted). Power then torque.

The torque curve makes the really obvious. You’d call the Sport’s torque a little peaky on its own, but the with the RS makes it look better. The RS’s almost torque curve from to 8,000 rpm clearly shows its rpm potential, but the hole under rpm you certainly feel on the road and would and does annoy me.

not dynod a std cam Daytona or Centauro, but the C kit in the RS certainly live up to their old big cam characteristics. The new 4V motors feel similar, although the last 1200 4V I rode revved faster I thought. The BMW motor is 100cc bigger than the and a bit bigger than the Sport but its curve is super smooth and on the it felt like the Sport 11 open the throttle, away it

But its peak power is disappointing to the RS, and it did sound crap. I know said it before, but my Sport 11 was one of the sounding bikes I’ve ridden.


Finally the second RS, run on the new dyno. I believe this came into Moto One years ago and at the time had the cam timing to 108 degree inlet centrelines. not sure how much they moved, but I have a memory of being advanced 5 to 8 degrees. It tuned at that time due to constraints and we didn’t have an eprom on hand to suit it

In the time since then the had fitted an Ultimap UM431 himself.

So this time I the fluids and fuel filter, set the bodies and idle mixture and off to the dyno. We did some wot runs fuelling changes and part runs and then I modified the mapping as required. Overall it was — the new eprom was richer generally quite a bit) from an area of light on under 3,500 rpm.

The first graph is power for fuelling, +10 and +15%. The rpm trace was for most runs, but the limiter in at around 9,400 rpm or 138 mph and 6,000 rpm is 88 Blue is std UM431 fuelling, red is and green is +15%.

Feedback the owner was that the power was much smoother with the new which is always good. One thing I realised when a V11 map and comparing it to many other and 1.6M Ducati and Moto air cooled engine maps is the temperature corrections on this are quite normal, unlike of the others I checked (early V11 More on that in another

There was one run with a functioning rpm so I’ve compared it next to the from the first bike, both power and torque. this new dyno reads at 5% lower (13% it seems for my the outputs don’t exactly but the shapes are completely consistant and reassuring. Blue is this with +10% fuelling, red the bike with the trimmer at rich.

So it seems the 108 cam timing hasn’t the shape of the curve or hurt the top It’s a bit like the Ducati 750 F1 Seca, they’re so over that any change is almost on a dyno run.

Moto Guzzi Daytona
Moto Guzzi Daytona

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