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Old September 13th, 2007, 10:00 AM   #1
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UK Power Commander Fitted & Dyno Run

I took my 1098S to Dynojet UK to have the UK's very first Power Commander 3 fitted to my bike and a custom map made.

They had just taken delivery of the PC3's on wednesday and they needed someones bike to obtain a base map and to see if there were any fitting issues before they could offer them for sale.

My bike had the full 70mm Termi exhaust fitted and they said that they needed a standard bike to make the base map and if I was willing to refit my standard system they would 'do me a deal'

I removed my full system and refitted the standard sytem and ecu and after Richard (great knowledgeable bloke) fitted the PC3 to my bike (Front cylinder injector is a pig to get to ) he did a test run with the PC3 set at zero.

There was a few dips here and there and the fuelling was not great and it gave a reading around 145 bhp at the wheel. He then adjusted the map to create a base map which made nearly 148bhp and got rid of the big dip at about 4,500 rpm and levelled the torque out along with the fuelling.

It was then time to refit the full system, 25 minutes to remove the original exhaust and refit the full system including ecu then it was back on the dyno for some custom mapping.

After an hour or so of thrashing the bike Richard was happy with his final results and fully explained his findings.

The air/fuel was all over to start with, it is now virtually flat, the torque has improved all over but especially in the midrange it has improved quite a lot and is much smoother, the final power figures were rather dissapointing to me as I expected more from the full system, It topped at 153bhp at the wheel, only an 5bhp increase from the base map. I hoped that it would be 160bhp as Termignoni claim an 8% increase. The buildbase superstock bikes are putting out 165bhp, the Dyno centre said this was because they run thinner head gaskets ????

Had a 200 mile run and the fuel consumption is still shit (90 miles then fuel light) torque is great, pulls like a train, but, there is such a flat spot at about 4.5k to 5k when on a closed throttle. If you back off to wait for say an oncoming car to pass, when you go back on the gas there is nothing there for a second or two then off she goes. Twice the bike sort of backfired when coming back on the gas ???

After speaking to Dynojet they studied the map and could see nothing wrong with it at all. They sent me the accelerator pump software and advised me to set the slider to 75% and the other two boxes to 20 and then try it out.

I looked at the map from power commander USA and it is different to mine, I do not know if it is set for separate cylinders while mine is a single setting.
Dans map looks good but here in the uk we run 95 octane fuel so I do not know what fuel the bike Dan used to create his graph.

Have you looked at the other maps Dan and how do they differ to yours. Would you advise having them set on separate cylinders ?

I see that there is an option in the Power Commander software for 'promoting to advanced' settings, what does this do or is it best to leave alone.

Here is my dyno map, I was told by the dyno guy that the air/fuel ratio is very good and that Ducati's in general rarely make massive gains at the top end ?

Dan can you see any flaws in this map, the bike feels good apart from the 4.5k problem mentioned earlier. I have set the accelerator pump module as they directed me but have not tried it out yet.

The red map is the base map they made after improving on the zero map which had a big dip at 4.5k.
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Old September 13th, 2007, 10:42 AM   #2
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Seems to me like Dynojet should know what they are doing, I would tend to trust them on this one.

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Old September 13th, 2007, 01:34 PM   #3

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Map

You're lucky as far as I can tell, aside from the flat spot...my buddy has the same setup and is getting 151/84 here in the states. FYI

Quote:
Originally Posted by iang
I took my 1098S to Dynojet UK to have the UK's very first Power Commander 3 fitted to my bike and a custom map made.

They had just taken delivery of the PC3's on wednesday and they needed someones bike to obtain a base map and to see if there were any fitting issues before they could offer them for sale.

My bike had the full 70mm Termi exhaust fitted and they said that they needed a standard bike to make the base map and if I was willing to refit my standard system they would 'do me a deal'

I removed my full system and refitted the standard sytem and ecu and after Richard (great knowledgeable bloke) fitted the PC3 to my bike (Front cylinder injector is a pig to get to ) he did a test run with the PC3 set at zero.

There was a few dips here and there and the fuelling was not great and it gave a reading around 145 bhp at the wheel. He then adjusted the map to create a base map which made nearly 148bhp and got rid of the big dip at about 4,500 rpm and levelled the torque out along with the fuelling.

It was then time to refit the full system, 25 minutes to remove the original exhaust and refit the full system including ecu then it was back on the dyno for some custom mapping.

After an hour or so of thrashing the bike Richard was happy with his final results and fully explained his findings.

The air/fuel was all over to start with, it is now virtually flat, the torque has improved all over but especially in the midrange it has improved quite a lot and is much smoother, the final power figures were rather dissapointing to me as I expected more from the full system, It topped at 153bhp at the wheel, only an 5bhp increase from the base map. I hoped that it would be 160bhp as Termignoni claim an 8% increase. The buildbase superstock bikes are putting out 165bhp, the Dyno centre said this was because they run thinner head gaskets ????

Had a 200 mile run and the fuel consumption is still shit (90 miles then fuel light) torque is great, pulls like a train, but, there is such a flat spot at about 4.5k to 5k when on a closed throttle. If you back off to wait for say an oncoming car to pass, when you go back on the gas there is nothing there for a second or two then off she goes. Twice the bike sort of backfired when coming back on the gas ???

After speaking to Dynojet they studied the map and could see nothing wrong with it at all. They sent me the accelerator pump software and advised me to set the slider to 75% and the other two boxes to 20 and then try it out.

I looked at the map from power commander USA and it is different to mine, I do not know if it is set for separate cylinders while mine is a single setting.
Dans map looks good but here in the uk we run 95 octane fuel so I do not know what fuel the bike Dan used to create his graph.

Have you looked at the other maps Dan and how do they differ to yours. Would you advise having them set on separate cylinders ?

I see that there is an option in the Power Commander software for 'promoting to advanced' settings, what does this do or is it best to leave alone.

Here is my dyno map, I was told by the dyno guy that the air/fuel ratio is very good and that Ducati's in general rarely make massive gains at the top end ?

Dan can you see any flaws in this map, the bike feels good apart from the 4.5k problem mentioned earlier. I have set the accelerator pump module as they directed me but have not tried it out yet.

The red map is the base map they made after improving on the zero map which had a big dip at 4.5k.
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Old September 14th, 2007, 08:53 AM   #4
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Quote:
Originally Posted by iang
The buildbase superstock bikes are putting out 165bhp, the Dyno centre said this was because they run thinner head gaskets ????
Thinner head gaskets raises compression a couple points,
higher compression = more HP.
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Old September 14th, 2007, 04:47 PM   #5

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I also got 151rwhp and 84 torque with same setup. i think there is a different conversion from British to USA horsepower. British reads alittle higher. We are all getting about the same I bet.
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Old September 15th, 2007, 03:13 AM   #6
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Someone I know (genuine guy) just sent me an email and said that he had just had a dyno run and with only a pair of G&G slip ons with the baffles fitted, standard ecu and air filter his bike produced nearly 155bhp and over 88lb's of torque which I find hard to imagine.
Even Dan's custom set ups are around the same 84lb's as mine and everyone elses.

Either he has an extremely well built bike or the dyno is a little optimistic. I am waiting to hear back from him about the run.
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Old September 15th, 2007, 11:05 AM   #7

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Sometimes it happens dude... Not only are there lemons but there is monsters out there too that are exceptional from the rest for some reason. For example, I know a guy who bought a new dodge viper, and it was supposed to get 500hp but he took it on the dyno - an accurate one that they have been using all day confirming other cars hp - and it read 540hp all day long bone stock. Strange.
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Old September 16th, 2007, 04:43 PM   #8
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Wow some happy Dyno figures being used around here!!!!

How did DynoJet UK manage to change the fuel ratio below 5250 rpm? According to the DynoJet website the 1098 PC3 will only work over 19% throttle and over 5230 rpm?




Note: Power Commander will NOT allow fuel adjustment below 19% throttle and below 5250rpm

http://www.powercommander.com/powerc...dl=153&yr=2007
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Old September 16th, 2007, 04:47 PM   #9

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Read the last note on this

http://www.powercommander.com/downlo...eng729-411.pdf
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Old September 16th, 2007, 06:35 PM   #10
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My bike had the full 70mm Termi exhaust fitted and they said that they needed a standard bike to make the base map and if I was willing to refit my standard system they would 'do me a deal'

I removed my full system and refitted the standard sytem and ecu and after Richard (great knowledgeable bloke) fitted the PC3 to my bike (Front cylinder injector is a pig to get to ) he did a test run with the PC3 set at zero.

There was a few dips here and there and the fuelling was not great and it gave a reading around 145 bhp at the wheel. He then adjusted the map to create a base map which made nearly 148bhp and got rid of the big dip at about 4,500 rpm and levelled the torque out along with the fuelling.


How did they do this with the STD ECU?????
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Old September 17th, 2007, 01:02 AM   #11

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The reason why you cannot set up the pc3 below 5250 rpm is due to the servo operated exhaust flap that only opens above 5000rpm (Obviously with full termi system this does not apply as there is no valve). Usually when setting up a pc3 on the dynojet the lambda probe of the dynojet is shoved up the exhaust of the bike. This obviously will not work if the exhaust valve is closed. The way around this is to plug the dynojet lambda probe directly in to the manifold of the bike (instead of the bikes lambda probe). The exhaust valve is then obviously not an issue any more and the bike can be mapped from zero +. The only down side is the dynojet guys donít like doing this as it eats the lambda probe of the dynojet and I believe they are quite expensive to replace, but just ask nicely and I am sure they will do it.


Quote:
Originally Posted by racecomp
Wow some happy Dyno figures being used around here!!!!

How did DynoJet UK manage to change the fuel ratio below 5250 rpm? According to the DynoJet website the 1098 PC3 will only work over 19% throttle and over 5230 rpm?




Note: Power Commander will NOT allow fuel adjustment below 19% throttle and below 5250rpm

http://www.powercommander.com/powerc...dl=153&yr=2007
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Old September 17th, 2007, 02:58 PM   #12
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Ducati-Dude: No disrespect to you but thatís not true!!!!

The servo on the std exhaust is only closed for a few hundred rpm around 3000/3250 rpm off the top of my head. This is so the bike can pass the noise test, for the rest of the time itís wide open and you would have no problem with putting the sniffer in the can to sample. However it is better to use the header arrangement because you can read each cylinder separately, unfortunately you canít map them individually with a PC3!!!

Iím not bagging PC3ís I think they are very good and easy to use, but unless you can program the ECU itself itís hard to map both cylinders correctly.

The reason DynoJetís PC3 will not work on the STD 1098 ECU below 5250 rpm is because it dual pulseís and reads from the O2 sensor at low RPM. DynoJet have not yet cracked the system to overcome this type of injection arrangement that is now being used on some late model bikes.

The Termi system comes with a different ECU that doesnít use the O2 sniffer and is fully mappable. Nothing to do with the servo operated exhaust flap!!!

So I still would like to know how DynoJet UK changed the fuel map below 5250 rpm with the STD ECU as quoted on the original postÖÖÖ.

Last edited by racecomp; September 17th, 2007 at 05:37 PM.
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Old September 17th, 2007, 11:09 PM   #13

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Had my bike on the dyno, and the exhaust valve only opened at 5000rpm each time, like clock work! It is definitely closed at 3000rpm. I saw it with my own eyes. It appears to be set at that rpm to me. My 1098 has been mapped from 0 rpm quite successfully, I am running a full map. Next week they will be mapping both cylinders individually. Some guys remove the lambda probe and just ride with the engine management light on and check for problems at regular intervals. I have left mine connected, just not active.

Quote:
Originally Posted by racecomp
Ducati-Dude: No disrespect to you but thatís not true!!!!

The servo on the std exhaust is only closed for a few hundred rpm around 3000/3250 rpm off the top of my head. This is so the bike can pass the noise test, for the rest of the time itís wide open and you would have no problem with putting the sniffer in the can to sample. However it is better to use the header arrangement because you can read each cylinder separately, unfortunately you canít map them individually with a PC3!!!

Iím not bagging PC3ís I think they are very good and easy to use, but unless you can program the ECU itself itís hard to map both cylinders correctly.

The reason DynoJetís PC3 will not work on the STD 1098 ECU below 5250 rpm is because it dual pulseís and reads from the O2 sensor at low RPM. DynoJet have not yet cracked the system to overcome this type of injection arrangement that is now being used on some late model bikes.

The Termi system comes with a different ECU that doesnít use the O2 sniffer and is fully mappable. Nothing to do with the servo operated exhaust flap!!!

So I still would like to know how DynoJet UK changed the fuel map below 5250 rpm with the STD ECU as quoted on the original postÖÖÖ.
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Old September 18th, 2007, 01:20 AM   #14
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I have not got a clue how Dynojet mapped the bike with the standard exhaust but I did see the map before and after the runs and there is a difference between the zero map and the new base map. The dip at 4.5k is now virtually gone.

I downloaded the zero map from the USA power commander website and it is an advanced map, cylinder i is all zeros but cylinder 2 has figures present ???

I got sent a revised map yesterday to try out but it was raining so hopefully I will get to try it today. Before I do I am going to test the bike with a zero map just in case it is a faulty PC3 or ECU that is the problem and not the map.
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Old June 6th, 2013, 08:04 AM   #15
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Hi there I know this is quite an old thread but I could do with some advice and help if possible. I have a 1098 07 with about 1000 miles on it. Looking at putting the power commander 3 . 1 do you have any uk or eu maps. Bike has race ecu , terms slip on and race filter fitted.
Info from the local Ducati rip off dealer is confusing. Stated does need the pc fitted they will remap the race ecu for a nice £250.00 , or sell me a pc3 which they don't recommend for 250 and take another 150 to set it up.mmmm....me thinks this smells.

Does the pc improve performance and mid to low range fuelling ?
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