Special products designed specifically for Ducati Monster 696 796 1100 by Fullsix Carbon,
We are pleased to announce that Fullsix have just created a whole new line of carbon fibre products specially designed for the Ducati Monster 696 796 1100 range.
In collaboration with renowned designer John Keogh, the FullSix team would like to introduce the »FullSix Monster«, a stylish carbon fiber reinterpretation of the classic Ducati Monster. Sophisticated yet muscular and sexy, the FullSix Monster is a showcase of John Keogh’s design talent and FullSix’s carbon elegance. The result is a perfect look, precise fitting and supreme part quality which captures and augments the spirit of Ducati.
Designed by John Keogh, crafted by FullSix.
John Keogh brings nearly 20 years of professional motorcycle design experience and critical acclaim to CDT Group and FullSix. Trained as an automotive designer in the UK and Switzerland, John is an authority in motorcycle design and regularly contributes articles and drawings to motorcycle magazines worldwide.
In addition to designing personalized prototypes such as the Ducati Terminator, Vee Two Squalo and SuperSqualo, John has collaborated with OEM manufacturers such as Triumph and Buell/Harley-Davidson on projects such as the radical Buell Firebolt and Lightning. One will also find John’s creations on the racetrack as well, having worked with motorcycle race teams such as Roberts GP and WCM Yamaha, as well as automotive race teams such as Lola, RML and Caterham.
Collaboration & Design
In 2008, CDT Group has ranked among the top global manufacturers of high quality carbon fiber parts in the automotive and motorcycle industry. In joining forces with John Keogh, CDT Group has created the FullSix Monster. Drawing inspiration from the original Monster design and incorporating John’s organic approach which focuses on extracting a subject’s original design elements and producing a new creation that is both complimentary and yet surpasses the original, the FullSix Monster demonstrates CDT Group’s pursuit of world class carbon fiber design.
Free from the rules and restrictions imposed in professional racing, the FullSix Monster fully showcases John’s creativity. Blending Galluzzi’s Monster with his own provocative ideas, John applied his »fast and dirty« design approach to adorn our favorite Italian motorcycle with sex appeal and carbon elegance. »It is a Monster with a special touch« says John Keogh, »This is a major step forward.«
Conquest Ducati Panigale 1199RS The Build Has Started, we have started the build on our Ducati Panigale 1199s.
We will update this post regularly with the progress of the build and we hope by late April she will be complete, we hope you enjoy watching……………..
The side fairings and tank……..
At the weekend we made a start to the build. We have recorded 85% on a time lapse camera which after we have done some editing we will post on here.
Here is a sneak preview of the work so far:
RHS CNC Racing RPS rearset fitted, these are the normal shift type (race shift also available) they are a work of art and cant wait to put them to use.
We also added exhaust wrap to the exhaust as this gets incredibly hot and as we want to use a carbon guard we decided that apart from getting it ceramic coated then this is second best.
In the second picture below we have fitted the satin/matte carbon electronic covers, Samco hoses, satin/matte carbon V-panel, Evotech performance upper & lower rad covers, satin/matte subframe covers, CNC racing upper frame plug and engine cam cover. We have also swapped all bolts for titanium/stainless steel.
In the picture below we have installed the carbon nose cone, satin/matte carbon front instrument cover, satin/matte clock surround & satin/matte headlight/clock holder.
RHS CNC Racing RPS rearset fitted, these are the normal shift type (race shift also available) they are a work of art and cant wait to put them to use.
To be continued………………….
Nicky Wilson #48 Kick-off 2014, I am pleased to report my first date with ‘the Duchess’ (my pet name for the 899) got off to an excellent start with a back-to-back trackday at Cadwell Park at the weekend.
Day one was spent bedding in the engine and becoming acclimatised to the controls and ergonomics of the bike; messing with bars, peg and seat positioning – the usual stuff. My first impressions of the 899 are that it really is a step change in every sense to the 848. As much as I loved the 848, I must say I think Ducati have done the right thing with the 899. To look at it the bike seems tiny, but for my proportions (6ft) it doesn’t feel at all cramped. However the thing that struck me most on the first couple of laps was the engine – more specifically the power delivery and the noise. – Rather than the lumpy thumpy noise of old, this engine has the smoothest power delivery I have ever experienced. Couple this with the flat-shifter and it feels like the torque never drops off through the gears as the engine purrs beneath you. – I can only liken it to a turbo diesel with a DSG gearbox!
As it was a cold, grey day and with parts of the track freshly resurfaced during the winter, I played it safe in the morning and used the ‘sport mode’ on the DTC system. With little experience of modern TC systems, I was impressed with how well it worked, as it identified a lot of ‘slip’ going on at the rear that I would otherwise not have detected myself. Rather than waiting for a big ‘moment’ to happen the DTC does not let you get to that point making it a much safer way to find the limit and will undoubtedly help manage tyre wear when it is setup correctly.
Despite its small demeanour the 899 is brilliantly stable in every aspect of cornering. The EBC combined with the Sigma slipper clutch (on my machine) means the bike is happy under heavy braking and with its short wheel base and weight distribution it doesn’t hesitate to make the apex. Mid-corner the 899, like its predecessor, is ‘planted’ – setting you up perfectly to wind on the fly-by-wire throttle at the apex.
Our second day of testing was a much more pleasant 16 degrees C and sunny – perfect for getting down to business and building up the pace. All went well in the morning, gradually building confidence. During the lunch break, we fitted a new set of tyres with the aim of making the most of the warm conditions and to begin to work with the k-tech suspension (new to me for this year). Unfortunately, a small technical gremlin was found which forced us to abandon the day. Still, that is the nature of the beast and the very reason why we go testing – to find these problems before race day.
The bike is now with W.M Snells for a check over and a few tweaks before the next outing at the end of the month. Once again, I would like to take this opportunity to extend my thanks to W.M Snells for all their assistance with the bike on the build up to the first round, as we could not have done it without them.
Special thanks also to Steve Jordan Motorcycles for working on the base suspension settings before the weekend.
If you would like to join the likes of W.M Snells, Demon Designs UK, Conquest Carbon, NF Moto, Hel Performance, R&G, SJM and Fuchs Silkolene, there are still sponsorship opportunities available for 2014 so please get in touch now to make sure you’re on the grid at round 1 in April!
Conquest Carbon’s New Sponsored rider 2014 Nicky Wilson #48, We are delighted to announce that we are the new sponsors for Nicky Wilson #48 in the Ducati 899 MCE British superbike championship, TriOptions challenge.
Nicky Wilson Racing (NWR) is the brand behind the Surrey based racing team headed by Nicky Wilson. NWR has raced everything from Model Cars, Karts, Cars and Bikes.
1990 – 1994 National Level Model Car Racing
1994 – 2000 National Level Kart Racing
2000 – 2005 Sports Cars and Formula Cars
2005 – 2006 Racing Driver Instructor
2009 – 2013 Motor Cycle Road Racing
Racing is Life. That pretty much sums up Nicky. Nicky is probably most recognised for winning the prestigious BARC Formula Renault Championship in 2004.
More recently he has converted to racing bike and is currently competing in the 2013 Ducati 848 Challenge and now the 2014 Ducati 899 MCE British superbike championship, TriOptions challenge.
Aprilia RSV4 Carbon Fibre is manufactured using pre-preg carbon fibre & steel moulds then cured in a high temperature autoclave oven creating a much thinner, lighter product without compromising on strength.
Auto-clave production produces the best finish on the weave, keeping the carbon fibre in a more level and constant pattern, preventing kinks and stretching.
Finally laser cut using a high pressure water jet to produce a clean edge & polished by hand.
Using 2 mm, 3K plain weave carbon fibre with an epoxy resin and glass backing providing both excellent strength and flexibility, UV treated lacquer which will help to keep your Aprilia carbon fibre looking new for years.
Made from the same Aprilia carbon fibre weave, so why pay factory prices and have your bike look the business without the high OEM costs.
VIEW PARTS IN OUR SHOP, CLICK HERE
Fullsix Carbon Fibre – CDT Carbon Fibre Group – Conquest Carbon now dealers for their stunning carbon creations.
Click here to view their parts
Since 2008, CDT Group has been one of the world leaders in the production of high quality carbon fiber parts, both as an original equipment manufacturer (OEM) and as an aftermarket manufacturer. We are among the world’s leading brands in the automotive and motorcycle industry and we are passionate about developing the best products. Our young and highly qualified staff is the driving force behind our commitment to offer you only the most innovative products. We guarantee only the best for your motorcycle: a perfect look, precise fitting, outstanding performance and supreme quality. Our passionate pursuit of perfect carbon fiber parts has consolidated our position in the world market.
The FullSix brand was designed with the desire to achieve perfection. Through the use of autoclave technology and new composites we guarantee our customers only the best carbon fiber products. Our innovative manufacturing processes make us the only company in the market which is able to ensure flawless production. The quality of our manufacturing processes is reflected in our latest cutting-edge product from Slovenia and we have achieved something no one thought possible: a perfect one piece carbon fuel tank.
Our vision is to become the world leader in the production of the highest quality class of carbon fiber parts for motorcycles. We aim to achieve our goal step-by-step, focusing on technological innovation, hard work and a constant pursuit of perfection. From Slovenia, the home of many world recognized brands in the motorcycle industry, we are introducing the highest quality range of carbon fiber products to the world market. Our innovations in the field of manufacturing and production, such as our proprietary Autoclave Composite Monocoque (ACM) technology, make us a pioneer in the industry.
FullSix carbon fiber parts guarantee an excellent appearance and perfect manufacturing. By using state-of-the-art technology and an innovative blend of materials, we assure you that our parts will upgrade your motorcycle both visually and in terms of performance. We have paid particular attention to ensuring that all carbon fiber parts are UV protected through the use of special lacquers, as we know that our customers desire eternal beauty and perfection.
We accept no compromises, we take no shortcuts. Careful attention is paid to details to achieve that final sparkle that is the difference between good and supreme products. Good looks are not all we are proud of. Using state-of-the-art technological solutions, we ensure that each part is completely compatible with your motorcycle. All parts and accessories that are needed to install your Fullsix product are included, so you can install every piece yourself.
The uniqueness of our products is not just an advertising slogan, but the underlying philosophy of our company itself. Since we believe in providing only the best for your motorcycle, we have developed a unique production monitoring system that ensures that all Fullsix products are manufactured according to the latest protocols and “best-in-the-industry” standards. Through the use of unique barcode technology, CDT Group is teh only company in the market that is capable of tracing products through the entire manufacturing process, resulting in products that you completely trust.
Fullsix stands for perfect looks, precise fitting, outstanding performance and supreme quality.
CDT Group is known worldwide for its quality parts which are made from only the best materials and technology. We use only five star materials, shaping them into real pieces of art with our precisely engineered autoclave technology.
Our products stand out in terms of quality, as every step of the production process can be traced and monitored using barcode technology. This enables the company to have complete control over the production of its products, so that each and every product which carries the FullSix logo has consistency and quality that can be fully trusted.
All steps of of the production process are manufactured to perfection: from the cutting of fabric to the final paint job.
Our collaboration with world renowned research institutes, such as the Jožef Stefan Institute, has placed us amongst the most innovative enterprises in the field of composite manufacturing. With scientific precision we carefully determine the properties of the materials which will enhance the visual appearance and performance of your motorcycle.
This enables us to guarantee flawless production processes and the top quality attributes expected of FullSix products.
CDT Group is the inventor of Autoclave Composite Monocoque (ACM) technology and is the only company in the world that is able to produce a high decorative finish complex-shaped closed-body monocoque out of a single carbon fiber-based unit (e.g. a one-piece fuel tank for motorcycles). This technology is directly applicable for fabrication of various one-step closed-body monocoques, where no cutting, trimming and bonding is required. In contrast to conventional bonding, ACM technology provides monocoques with supreme mechanical strength, chemical resistance and a flawless finish.
Monocoque fuel tank
Despite claims that it was impossible, we have successfully utilised our innovative ACM technology in manufacturing a flawless hollow carbon fiber part. We have developed a tank that solves the problems that plagued carbon tanks in the past – meaning they were only bought by the bravest of motorcyclists. Rest-assured, today you can forget the difficulties associated with the tanks made of two parts. You no longer need to be concerned about leaking seams which made carbon fiber fuel tanks the most dangerous part of a motorcycle.
Our groundbreaking ACM technology represents a novelty in technology and production – a special innovative technological process developed by CDT Group for manufacturing hollow pieces without joints and adhesives.
The CDT Group’s R&D team is constantly monitoring and improving the technological procedures used for the production of high-tech carbon-fiber composite products. Our R&D is orientated towards functionalization of high-quality carbon-fiber composite parts and launching of novel products exhibiting state-of-the-art properties. Current major R&D projects are focused in the following strategic areas:
– The development of Autoclave Composite Monocoque (ACM) technology.
Our ACM technology represents a breakthrough in technology and production – a special innovative technological process developed by CDT Group for manufacturing every hollow piece without joints and adhesives.
– Utilizing nanotechnology to produce superior parts.
Through the use of nanotechnology, CDT Group is able to produce carbon fiber parts that have enhanced properties that offer superior value compared to competing products (e.g. scratch resistant clear coating).
– Development of photovoltaic carbon-fiber composite components for lightweight solar-powered electric motorcycles.
The major advantages of electric motorcycles in contrast to vehicles with conventional combustion engines are extremely low noise pollution and zero-carbon emissions. Electric motorcycles have linear torque curves which are a major advantage in relation to conventional engines. Acceleration is vibration free, resulting in better track traction and lean orientation. When a motorcycle is designed as a self-sustaining energy system (e.g. solar-powered), the weight of these electrically driven vehicles need to be minimized. Here, carbon-fiber composite components are preferred due to their high strength-to-weight ratio. Our goal is to develop a platform composed of flexible photovoltaic cells integrated with carbon-fiber composite modules with high-aesthetic standards which are able to convert light into electricity. This technology can be adapted to become applicable in various low-weight mobile applications where light-electricity conversion is utilized.
Project 1199SPS the build begins… Do you like to personalise your bike to a standard which you feel is how the bike should have been as stock or perhaps you like to keep your machine just as the factory intended?
Project 1199SPS is a website created by a true motorcycle enthusiast “Topolino” he created his website through the passion of motorcycling and here you will be able to follow him build his dream Ducati Panigale 1199SPS. There will be no expenses spared on this project, Topolino will give clear detailed feedback on the products he chooses for his Panigale.
From Project 1199……..
“The inspiration for this project dates back to the introduction of the iconic 916 almost 20 years ago. In recognition of its dominance & success in the WSBK series, Ducati released a number of limited edition SP & SPS models. These were based on the factory superbikes, and sported a similar livery to their racing counterparts. The design of the colour scheme used, soon became synonymous with the brand. It appeals as much to me now as it did then and forms the basis on which this project is founded.
My website is primarily designed as a source of reference for anyone to use, should they feel inspired to carry out similar modifications to their own machine. I will try to the best of my ability, to catalogue all of the changes, along with detailed photos and explanatory text, as the build progresses. Regular updates will appear both on the website and on the Facebook & Twitter pages. I will provide links to external websites, where necessary, if you wish to contact the manufacturers for any of the components used throughout the project. If you have any questions, please feel free to contact me and I will try my best to help.”
The penultimate week of November saw Motorcycle Live return home to the Birmingham’s NEC, filling three of the biggest halls with all that’s great within motorcycling. All the major manufactures were there, with the notable exception of MV Augusta, who were present at last year’s show. This was a little strange as MV have several new models out for 2014 including the Turismo Veloce Lusso 800, a tall-rounder aiming to take sales away from the Ducati Multi Strada and Aprilia Caponord; and their new hyper naked set to do battle with the new Monster 1200, KTM Duke 1290; the Rivale 800.
Like last year, along with all the static displays, there was lots to see and do including the live Crank’d stunt show, electric kids bikes supplied by Kuberg, the Yamaha off-road experience and not forgetting the ACU Try Trails area and the Test Ride Zone. The Behind the Bars movie was shown at regular points throughout the day and the very popular Get On Zone which is aimed at getting more people interested in riding returned for another year.
Instead of queuing with the masses, this year I was able to utilise the press area and was able to sit down, relax and plan my day. I was trying not to get distracted by the star riders who started filtering past, but it’s still funny to see John McGuiness pulling his stuff along, or Sam Lowes the new BSB champion casually drinking his Starbucks. Just before the doors opened at 10:00, I sneaked through the press door and got my first look of the show. Some exhibitors were putting the final touches to their stands, making sure everything was neat at tidy. A few were giving some team talks and Kawasaki were having photos taken of their team. It was the going to be a busy day and the start of a busy week.
Thankfully, Ducati had a much bigger stand than last year. The number of bikes on display was about the same and in typical Ducati style, their flagship Sportsbike was taking centre stage. Two £60,000 invite only 1199 Sugerleggeras were sat on a revolving platform that displayed the bike in street trim and naked form. It really is a beautiful bike and the fact it puts the already stunning 1199R to shame, goes someway to explain its astronomical price tag. Making its UK debut was the new 1200 Monster with style cues that hark back to previous versions, the bike is clearly part of Monster family and comes fitted with an exciting exhaust system that snakes its way around the front of the bike. Possibly the most anticipated bike on the Ducati stand thou was the 899. Filling the successful shoes vacated by the 848, the 899 had already received its UK premier at the final BSB round at Brands Hatch and is already available through their dealers. Other bikes on display included the Hypermotard, Hyper Strada, Diavel Strada, 696 Monster, the 1199 Panigale R and a new stealth black version of the 1199S.
The Kawasaki stand was heaving, so they must be doing something right. With the usual display of race bikes, including Chris Walkers new 2014 GB Moto machine, this year the Kawasaki full range included the new Z1000, which although is possibly the ugliest bike of 2014, is by all accounts really rather good. There really is something about Kawasaki Orange thou which I can’t quite put my finger on. The updated Z800 was getting lots of attention and so were Kawasaki’s new range of Scooters and the retro W800. Although practically unchanged, the ZZR 1400 was getting its fair share of admirers as well, but then that’s to be expected given its performance qualifications.
Honda remain the world largest bike manufacturer and judging the amount of space they were using, it really shows. Bringing back the Honda My first licence for children and an impressive café area, Honda filled their stage with an impressive range that included their updated Fireblade, the CBR600RR and they also had a comprehensive number of smaller bikes and scooters that included the Integra and the updated CBR300R. The new bikes didn’t stop there with Honda unveiling the CB650F, the Goldwing based CTX1300 and for me, the most important bike at the show, the new VFR800F.
BMW arrived at the NEC celebrating their 90th anniversary. Part of their space was taken up solely with models from their past, which included classics, Dakar bikes and even a K1. The pride in the race success of the S1000RR was also clear to see, with a collection of this year’s race bikes.
BMW also had one of the most hotly anticipated bikes on their stand and that was the S1000R, the naked version of their Superbike. It was getting a lot of attention, but people seem to forget that BMW already have a ballistic naked bike in their range, the K1300R, which I’m still very much a firm favourite of. With a couple of revised bikes like the new GS being classed as new for 2014, apart from the S1000R the only other new bike was the Nine T. The idea with this bike is that the owner is able to have the bike they want with a variety of bolt ons to suit its requirements. As a result in basic form, it’s a fraction underwhelming, but when you look closer at the bike and notice a BMW logo smack bang in the middle of the headlights, you know a lot of thought has gone into the bike.
Best of the rest
Say one thing about the big HD, they know how to put on a show. Celebrating 110 years HD displayed a small range of bikes charting their history. Although not a cruiser rider, some of these bikes were amazing. I may struggle to ride one, but I certainly wouldn’t mind having one in the house just to look at.
All the attention at the Yamaha stand was directed towards the XV950R, their take on the custom cruiser and the all new MT-09 and 07s. Despite not changing either the R6 or the R1, people was still queuing to get on board and squeeze the levers and the Yamaha stand was filled out with their range of scooters and other bikes including the V Max.
Where to start with Suzuki? Well, as far as I could tell the only new bike for 2014 was the V Strom 1000, which is a brand new model that is re-launching an old name. Their stand will filled with several bikes that are continually being revised such as the Hayabusa, the SV650 (you remember this, used to be called the Gladius), the Inazuma 250, the Intruder cruiser, which has the worse name of any bike on the market as well as the now obligatory collection of scooters. Their hospitality area did have some really nice race bikes on display but I left their stage feeling like I had already seen this range of bikes three years ago, which is sad, because they do make some great bikes. The only area of note was an area dedicated to their GP motorcycles which included the new MotoGP machine and a Kevin Schwantz racer.
KTM were again at the show. This year they brought the balls out crazy Duke 1290; a bike so mad that the prototype was named The Beast. The newish KTM Adventure was very popular with riders looking for a viable alternative to the GS, but for me, the most exciting bikes on their stage were the new RC125, 200 and 390s with sit in their Sportsbike family underneath the RC8R. Despite being clearly great bikes that look like a lot of fun and that I actually really liked them, I have to question the reasoning behind these. I can understand the 125 which will go head to head with the likes of the Yamaha R125 and the Honda CBR125R and will make a great first bike, but why produce two bikes in the 200 and the 390 to go head to head with the new Honda CBR300R and Kawasaki’s Ninja 300. The rest of the stand as expected, paid homage to their off road machinery.
Other bikes on show were supplied by the likes of CCM, Royal Enfield, Husqvarna, Norton, WK, Lifan, Aprilia, Triumph, Gas Gas, AJP, Victory and most importantly Motorcycle Live announced the return of Indian. The Indian stand was absolutely buzzing with interest and with only a very limited range of bikes available, they are taking HD on at their own game and have produced some absolutely stunning bikes. Even as a devout Sportsbike rider, I could picture myself riding one across American. That is the power of a well designed motorbike.
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