spinoli1
07-Apr-2006, 13:39
Hi Folks,
Well here's my report on the results form a service, and set-up by LougiMoto and tuning work by Chris Steedman – (CJS Performance Engines). It does go on a bit, but some of you might find it interesting.
The bike as delivered to LM/CJS:
2002 998 Bip with –
· Pipercross in tube filters
· P4 brakes
· Full 50mm system/Ti Termis
· 998S/R cams
· 996R ECU
· Evoluzione clutch slave cylinder
· 12 tooth/6spring slipper clutch
· PC111 USB – Zero map
· 14/36 Final drive gearing
· Suspension & geometry as per Section 8 settings.
First the service and set-up –
Richard & Dean did an excellent job of the service and the bike, which previously felt good and handled nicely now feels great and handles superbly. Just very small alterations to the ride height and sag and a few clicks here and there on the damping adjusters now have it turning like a twisty thing with a sparkler tied to its tail.
Dean set the slipper clutch up properly, with very good results (stern lecture on clutch set-up and using sintered plates included FOC).
The brakes. When I put the P4 brakes on last year I was very impressed with the improvement in power and feel. Well Dean stripped and serviced the callipers and now they are amazing – true one-finger, brick wall, cliché riddled retardation.
Also installed a Talon Q/D sprocket kit and new chain for 15/40 gearing (the change is equivalent to about plus 1 and a 1/3 teeth on the rear).
Anything I haven’t mentioned specifically you can take for granted it is better than it was, and it was already pretty good.
These guys love Ducatis and their passion shows in the results they achieve. Excellent job for a good price – highly recommended.
Now the engine tune by CJS Performance –
The brief was to realise the potential of the cams/ICU/exhaust upgrade, whilst maintaining a motor with nice manners for the road and good power for the track.
After discussion with Chris I decided to go for the following –
· CJS Super Set-Up (basically a blue-print for everything above the cases)
· Full cylinder head porting
· Skim heads for increased compression (12.4 to 1)
· Set squish
· Cam Timing to CJS figures (previously set to Ducati figures when the cams were installed)
· Custom Mapping for PC111USB
Impressions from riding the bike are superb. The motor just pulls like mad everywhere, much harder than before, feeling like it has an extra 5 teeth on the rear sprocket rather than the equivalent of 1 and a bit.
Talk about smooth. Even after the previous cam dial in I thought that Ducatis just don’t pull smoothly at 3,000rpm. Now it pootles along in traffic at 40mph with 2,800rpm smooth as silk – open the taps and of she buggers like a rocket. The more revs, the better it gets.
The bike was measured and set-up on the Tim Blakemore Racing DynoJet Dyno which produces relatively low figures. Kind of like your favourite bathroom scales, which tell you you’re 5 pounds lighter than all the other scales. The dyno typically records figures 8 – 10 hp lower than your average dyno. It doesn’t matter, so long as the before tuning and after tuning runs are all done on the same machine to give meaningful comparatives.
Just for perspective, you can usually expect the following figures for a 998 from your average dyno:
Basic OE 998 Bip: 110 to 115 (claimed 123)
OE 998 S or 998 Bip with cams, ICU, pipe upgrade: 120 to 125 (claimed 136)
When the bike went in (with DB killers installed) it recorded 113hp, running pretty rich.
Out with the DB killers – 117
Upload European “S” map for open pipes – 121
After CJS Super Set-Up, Tuning and PC111 mapping– 132.2
Please feel free to add in your own correction factor based on my waffle above, but I can tell you the end result goes like the clappers and feels just excellent.
I will have no hesitation in getting all of my tuning work done by Chris in the future.
Attached is a copy of the final Dyno run graph. I’ve had to go over it in pencil, as the (pink) line does not show up well on the original scanned version I’ve got (Chris is sending the originals to me by post, with torque and fueling lines, so I’ll see if I can get a better reproduction from my own scanner.
Interestingly, peak is shown at about 11,800 rpm. Previously, the bike shut off showing about 10,800 rpm – I’ll look into this and follow up. As yet, I haven’t hit the limiter since the tune – still, with 3mm valve to piston clearance I’m not loosing too much sleep.
When I got back to Jersey, I re-installed the OE 50mm fully silenced cans (necessity) and was worried that this would muck-up the perfect fueling. Needn’t have worried, still feels perfect and there is no discernable change in performance on the road.
Feel free to ask questions - I just looove talking about it.
Spin
Well here's my report on the results form a service, and set-up by LougiMoto and tuning work by Chris Steedman – (CJS Performance Engines). It does go on a bit, but some of you might find it interesting.
The bike as delivered to LM/CJS:
2002 998 Bip with –
· Pipercross in tube filters
· P4 brakes
· Full 50mm system/Ti Termis
· 998S/R cams
· 996R ECU
· Evoluzione clutch slave cylinder
· 12 tooth/6spring slipper clutch
· PC111 USB – Zero map
· 14/36 Final drive gearing
· Suspension & geometry as per Section 8 settings.
First the service and set-up –
Richard & Dean did an excellent job of the service and the bike, which previously felt good and handled nicely now feels great and handles superbly. Just very small alterations to the ride height and sag and a few clicks here and there on the damping adjusters now have it turning like a twisty thing with a sparkler tied to its tail.
Dean set the slipper clutch up properly, with very good results (stern lecture on clutch set-up and using sintered plates included FOC).
The brakes. When I put the P4 brakes on last year I was very impressed with the improvement in power and feel. Well Dean stripped and serviced the callipers and now they are amazing – true one-finger, brick wall, cliché riddled retardation.
Also installed a Talon Q/D sprocket kit and new chain for 15/40 gearing (the change is equivalent to about plus 1 and a 1/3 teeth on the rear).
Anything I haven’t mentioned specifically you can take for granted it is better than it was, and it was already pretty good.
These guys love Ducatis and their passion shows in the results they achieve. Excellent job for a good price – highly recommended.
Now the engine tune by CJS Performance –
The brief was to realise the potential of the cams/ICU/exhaust upgrade, whilst maintaining a motor with nice manners for the road and good power for the track.
After discussion with Chris I decided to go for the following –
· CJS Super Set-Up (basically a blue-print for everything above the cases)
· Full cylinder head porting
· Skim heads for increased compression (12.4 to 1)
· Set squish
· Cam Timing to CJS figures (previously set to Ducati figures when the cams were installed)
· Custom Mapping for PC111USB
Impressions from riding the bike are superb. The motor just pulls like mad everywhere, much harder than before, feeling like it has an extra 5 teeth on the rear sprocket rather than the equivalent of 1 and a bit.
Talk about smooth. Even after the previous cam dial in I thought that Ducatis just don’t pull smoothly at 3,000rpm. Now it pootles along in traffic at 40mph with 2,800rpm smooth as silk – open the taps and of she buggers like a rocket. The more revs, the better it gets.
The bike was measured and set-up on the Tim Blakemore Racing DynoJet Dyno which produces relatively low figures. Kind of like your favourite bathroom scales, which tell you you’re 5 pounds lighter than all the other scales. The dyno typically records figures 8 – 10 hp lower than your average dyno. It doesn’t matter, so long as the before tuning and after tuning runs are all done on the same machine to give meaningful comparatives.
Just for perspective, you can usually expect the following figures for a 998 from your average dyno:
Basic OE 998 Bip: 110 to 115 (claimed 123)
OE 998 S or 998 Bip with cams, ICU, pipe upgrade: 120 to 125 (claimed 136)
When the bike went in (with DB killers installed) it recorded 113hp, running pretty rich.
Out with the DB killers – 117
Upload European “S” map for open pipes – 121
After CJS Super Set-Up, Tuning and PC111 mapping– 132.2
Please feel free to add in your own correction factor based on my waffle above, but I can tell you the end result goes like the clappers and feels just excellent.
I will have no hesitation in getting all of my tuning work done by Chris in the future.
Attached is a copy of the final Dyno run graph. I’ve had to go over it in pencil, as the (pink) line does not show up well on the original scanned version I’ve got (Chris is sending the originals to me by post, with torque and fueling lines, so I’ll see if I can get a better reproduction from my own scanner.
Interestingly, peak is shown at about 11,800 rpm. Previously, the bike shut off showing about 10,800 rpm – I’ll look into this and follow up. As yet, I haven’t hit the limiter since the tune – still, with 3mm valve to piston clearance I’m not loosing too much sleep.
When I got back to Jersey, I re-installed the OE 50mm fully silenced cans (necessity) and was worried that this would muck-up the perfect fueling. Needn’t have worried, still feels perfect and there is no discernable change in performance on the road.
Feel free to ask questions - I just looove talking about it.
Spin