Ducati ECU Mapping what ECU remapping and modification is all about
Ducati ECU Mapping what ECU remapping and modification is all about by Moto Rapido.
Ducati ECU Mapping: There seems to be a bit of confusion about what ECU remapping and modification is all about.. So we’ve written a little bit about it.
Systems we work with:
Magneti Marelli – Ducati OEM system and racing ECU
Mistubishi – As used on many later model Ducati motorcycles (1199 / 899 / MTS1200 etc)
MoTeC – MoTeC datalogging, ECU and Dash systems – as used on BSB Superbike and Supersport machines.
Through our workshop, we now have the ability to read and reprogramme the ECU software on the majority of modern Ducati motorcycles:
Why? well we have noticed a number of Ducati’s that are fitted with aftermarket exhaust systems but still have the original ECU (hardly surprising as they are over £900 for most of the Ducati performance ECU’s).
When fitting either a full race system or changing the end exhaust cans the fuel map needs to be adjusted to suit in order to prevent damage to the motor from lean running and to ensure your bike performs correctly (the point of upgrading the exhaust!), as this is not adjustable on the Ducati/Marelli ECU you have to replace the whole unit. But now we can just replace the software.
So we can now ‘remap’ the standard ECU with all the parameters (not just fuel maps) of the Ducati performance ECU therefore upgrading to the full Ducati Performance version: This is ideal if you have an Akrapovic or Remus system for example.
This term is often used but simply means we read the ECU software from your bike, then with the software we have and some years of experience, we can identify the maps in the program file and adjust then to make the changes needed. There are many maps and parameters in a modern ECU, they control all the options for fuel, ignition, fly by wire, engine brake control, traction control.
Typical RBW map
Full custom work is available for special projects, but here are the typical changes we do:
To correct fuelling inaccuracies that you have with a generic ‘one map for all bikes’ ECU as fitted to the standard bike. We measure each cylinder and injector and correct the fuelling on the dyno.
Modern bikes like the 1199 , 899 and Multistrada have fuel tables per cylinder, per gear and per riding mode! So many complex tables.
Modern bikes also manage to comply with the strict emission rules by running a little lean at constant throttle, because this isn’t ideal for the motor or rider comfort, the fuelling is measured with a lambda sensor and the ECU reacts to fuelling changes.. unfortunately this can result in a surging or unsteady feeling at low rpm and low throttle positions.. where small automated changes are felt by the rider. We often disable the lambda control and remap the fuelling based on engine speed and throttle position, then add a trim per gear and trim based on wheel speed.. it may not pass emission regulations but is far more pleasant to ride.
Custom mapping is the only perfect solution for getting the fuelling correct for your bike/motor spec/exhaust.
Spark advance – Ignition tables
Much the same as fuelling changes, these are the key two components to making the motor run perfectly. Often road bike have ignition tables designed for meeting emissions guidelines and have trim tables for each gear. This is not ideal for perfect running, but makes the bike pass the regs. We often simplify and re-trim these purely for smooth running and performance.
This gets a little complex, “RBW” or Ride by wire maps are the translation electronically which the ECU uses for the control of the throttle bodies based on the rider twistgrip input. Typically these maps are based on Engine Speed vs. Twistgrip input then per riding mode and per gear (this is how Ducati specify the power output in Riding modes like ‘Urban’ the twistgrip is still moved over its whole range by the throttle bodies may only open 75%.) These can be modified per gear and per riding mode to suite the rider. Some riders like a linear throttle, others prefer a slow action for the first 30% then fully open the throttle quickly (popular for wet race conditions) this can also be used to cap the power output in lower gears.
EBC (Engine Brake Control)
in models with RBW control the throttle bodies can be set to not fully close when the rider closes the twistgrip. This system, along with ignition and fuelling strategies, is used to prevent the large reverse torque sensation (engine braking) that causes the rear wheel to slow faster than the front and slide on corner entry. By trimming these levels based on engine speed and gear we can control how much the rear slides. Usually done at the track, this trimming can be a big part of comfortable corner entry and lap time.
Exhaust valve motors:
Motorcycles retaining the stock ECU means the bike is also continually trying to adjust the exhaust control valve which is removed when fitting the full race systems so often displays an engine fault. This is a simple fix where we can re-programme the ECU not to attempt to control the exhaust valve motor – therefor no more warning lights on the dashboard.
Limits and Functions:
There are many features in the modern Ducati’s that can be modified. From dash displays to switches for example:
- Side stand switch (for track use)
- Exhaust valve motor
- Lambda controls
- Clutch switches (track use)
- Max RPM limits per gear
- Shift light limits
- Dash display
Ducati Engine brake control map
What some of our customers have said:
Multistrada 1200 2011 model
Stock exhaust Mitsubishi ECU, Fuelling and ignition, removed emission trim and remade base fuel tables.
“I loved my Multistrada but I hated the way it surged like I was moving the throttle whilst I was riding along at about 40mph. After you guys worked on the ECU it feels like a different bike. now its constantly smooth and pulls from low rpm in all gears. It starts and idles perfectly. I love it.”
848 Evo Corse (2012)
Custom map with Full system –Marelli 5AM ECU – we gained 8 hp with ignition and fuelling custom set up
“Thanks for the upgrade on my EVO, I fitted the Akrapovic race system but it annoyed me that I had an engine light on all the time. I was happy with how it went before but after its amazing! It revs harder and pulls faster than before without doubt! No more warning lights, everything runs perfectly. Defiantly faster!! Thanks.”
If you would like your ECU upgraded to the Ducati Performance version or even back to original just call to get it booked in, it takes about 2 hours including the set up afterwards and costs a fraction of buying the one – we charge just £249 + vat for this service. You are welcome to send the ECU you have by post but please call first, we prefer to have the whole bike so we can reset the throttle position sensor and trims once fitted.
Custom ECU programming : If you have a special requirement from your ECU – custom fuel mapping, RPM limit, soft limiter change, Ignition timing change, Traction control enabling, lambda sensor deactivating etc. we can custom write the parameters onto your current ECU. Just call for details of what can be done.
Call or email with any questions or queries: 01962 877998 or CLICK HERE TO CONTACT WILF
- Published in Motorcycles
EICMA 2013 visitors vote the new Ducati Monster 1200 “Most Beautiful Bike of Show
EICMA 2013 visitors vote the new Ducati Monster 1200 “Most Beautiful Bike of Show,
Ducati’s brand new Monster 1200 has been voted “Most Beautiful Bike of Show” on the closing day of the EICMA 2013 International Motorcycle Show in Milan. The survey, organised by the Italian publication, Motociclismo, attracted over 10,000 participants and has become an annual tradition at the highly important show and a valuable and prestigious award.
The Ducati Monster 1200 was the clear winner of the award followed by the MV Agusta Turismo Veloce 800. The result rewards Ducati for its continuous development of new models with latest technologies, an initiative that has helped the company (a member of the Audi Group) to repeat the positive sales trend enjoyed in recent years, with 2013 on course to maintain the Italian manufacturer’s record sales set in 2012.
The prestigious award was announced at the end of the show, when Corrado Capelli (President of ANCMA) Piero Bacchetti (President of Edisport Editoriale) and Massimo Bacchetti (Editor of Edisport Editoriale) presented the award to Ducati Motor Holding’s Director of Marketing, Diego Sgorbati.
The “Most Beautiful Bike of Show” award closed an incredibly busy event which saw over 500,000 vistors view the many halls of exhibitors at Fiera di Milano-Rho, a positive signal to the industry and to a motorcycling market particularly affected by the global economic crisis. The public’s appreciation of Ducati’s latest offering closed an equally busy week for Ducati, which started in style on Monday with the unveiling of the Monster 1200 at the spectacular “Leonardo da Vinci” Science and Technology Museum in the centre of Milan.
More than two decades and 275,000 sales after the Monster’s very first unveiling in Cologne, Ducati has introduced the iconic model’s third generation with the 2014 Monster 1200 and 1200 S. Powered by the formidable, Superbike-derived 1198 Testastretta 11° DS engine with an enhanced set-up for mid-range power delivery and rideability, the brand new flagship of the family presents an entirely new chassis and muscular design fully integrated with Ducati’s latest technologies.
High-spec brakes, suspension, single-sided swingarm and lightweight wheels combine with Ducati’s best-yet ergonomics to offer the Italian manufacturer’s most attractive Monster ever. Super comfortable and introducing an innovative adjustable seat height, the model also combines 8-level traction control, 3-level ABS and 3-level Ride-by-Wire into Ducati’s user-friendly, press-button Riding Modes.
Evoking the exciting memories of past models such as the powerhouse S4R and S4RS, the 2014 Monster 1200 also boasts an exclusive S model with 145hp and a ride-enhancing 92ft-lb of high-accelerating torque, wrapped beautifully in a spec-impressive chassis that tips the scales at 182kg (401lb) dry weight.
While the Monster 1200 is presented in Ducati red with red frame and black wheels, the Monster 1200 S offers Ducati red with red frame and glossy black wheels in addition to the striking scheme of white with bronze-coloured frame and glossy black wheels. The Monster 1200 and 1200 S will become available in Ducati Dealerships from early 2014.
- Published in Motorcycles
Ducati present 2014 range at EICMA in Milan
Ducati present 2014 range at EICMA in Milan
The Monster 1200
- Published in Motorcycles
New Ducati Monster 1200
New Ducati Monster 1200, This all-new version of the Monster, powered by the superbike-derived 1198 Testastretta 11° DS engine, has just been unveiled by Ducati at the Milan Show.
Developing 145bhp and tipping the scales at 182kg (dry) the new Monster also gets high-spec Brembo M50 monoblocs, riding modes, traction control, ABS, a TFT dash, and Panigale-like use of the engine as the main chassis component.
- Published in Motorcycles
Ducati Desmosedici D16RR Review
Ducati Desmosedici D16RR Review,
There’s no other way to describe the Ducati Desmosedici RR than as a MotoGP bike with lights; it really is that close to the real thing. The 200bhp motorcycle is a replica of Ducati’s Desmosedici GP6 MotoGP machine, which Loris Capirossi and Sete Gibernau rode in the 2006 World Championship and features the same chassis layout, bodywork and ‘long bang’ 989cc V4 engine architecture. There has never been a road motorcycle like the Ducati Desmosedici RR and it’s so stiff, fast and focussed that it makes R1s seem soft and cuddly by comparison.
Although devilishly powerful the Ducati Desmosedici’s V4 motor is far more docile and user-friendly than you’d imagine. It makes power smoothly from nothing all the way to 13,800rpm, although as the motor spins past 10,000rpm the power starts to get very intense. There’s bucketfuls of grunt on tap too, so much so that you can go a gear higher though corners and it’ll still pull hard. Like one of Ducati’s V-twin engines, the Desmosedici is deceptively fast, not like a screaming in-line-four superbike, which feels twice as fast as it’s really going.
Ride and Handling:
Unless you’re going to push the Ducati Desmosedici RR as hard as MotoGP rider can, you’re never going to get the best out of it. Such is the stiffness of the chassis that there’s very little feel from the Desmosedici RR even at fast racetrack speeds, although you get more feel as you start to push harder. On the road the Desmosedici is going to be a waste. Where a 1098 or R1 will flatter you with its user-friendly nature the Ducati is quick to tell you that you’re not good enough to ride it. It is the best handling road motorcycle ever built; you just need to be Casey Stoner to appreciate it.
The Ducati Desmosedici RR is built like a MotoGP bike so it’s dripping with exotic parts. The Desmodromic motor is packed with titanium, specially coated alloys and magnesium. The fairing, mudguard, heel guards, fairing bracket are all from carbon fibre and the exhaust heat shield is from a carbon/ceramic composite. The LCD display is the same as the GP7 MotoGP motorcycle and like the 1098 it comes with a datalogging facility. Marchesini wheels are forged magnesium and the rear is shod with a special 16-inch Bridgestone BT-01R tyre. The Brembo front brake set-up is the same as the wet set-up Ducati use in MotoGP and the front brake span adjuster is on the left handlebar for easy reach. The list goes on…
Quality and Reliability:
Like the MotoGP machine the Ducati Desmosedici RR is built to an exquisite level of quality; there’s simply nothing you can buy that comes close. Unlike the race bike the Desmosedici RR actually comes with a three-year warrantee and three-years free servicing, which is an astonishing feat from Ducati.
£40,000 is a lot of money for a motorcycle but the Ducati Desmosedici RR more than justifies its price tag; Ducati could sell it for a lot more and it would still be worth it. If you could imagine how much a car would cost that was this close to a racing machine? Probably millions, if it could ever happen, which it never would or could. Even if the Desmosedici didn’t run, the way it’s built alone would justify its price tag; the fact that it’s faster and better handling than any production sports bike ever built makes it the deal of the century. Find a Ducati Desmosedici RR for sale.
Insurance group: 17 of 17
- Published in Motorcycle Review