Recently one of our very good customers acquired a uniquely desirable Ducati Desmosedici RR.
As with all his other bikes, he wanted us to upgrade the
fuelling and fit a quickshifter; which seemed like a pretty routine job. Knowing our customer’s “Top
Drawer” expectations, and the nature of the bike, we were determined to give him something
special. A week after discussing the project, this arrived:
Wanting to get the best from the
bike, we decided to do an advanced cylinder and gear map. This means that for each cylinder
there are six fuel maps, one for each gear, requiring a total of twenty-four maps. After enquiring from
Dynojet South Africa about a Desmosedici Power Commander Five (PCV), we were informed that the PCV for this bike does not have the
internal memory for twenty four maps. Alain from Dynojet S.A. had previously done something similar
to another Desmosedici, but we were determined
to get a unique set up and not go with auto tuned
maps.
This meant we had to use two
PCVs and two, dual band Autotunes, as per Alain’s advice. After receiving two PCVs for a
Ducati 848 and two dual band Autotunes, we realized this was not going to be an easy installation
or set up. The first problem was trying to get the map resolution to 14 000 RPM on a PCV that is configured for a maximum of 11000 RPM only.
Loading the resolution of a current model ZX 10 map into the 848 PCV sorted that issue
out.
It was then good to go for the
installation.....boy was I in for it!
Let it be known, this bike is not
mechanic friendly! Everything on the Desmo is a pain to get to and is packed tighter than a can of
sardines. Getting the fairings off and inflating the tyres are about the
easiest things to do on this bike. You literally have to be a double-jointed
dwarf to get into it, and for that we have Byron.
The exhausts had to be fitted with threaded bungs for the wide-range Lambda sensors of the dual channel Autotunes. These had to be very neatly welded into place. Positioning for the rear cylinders was a bit dodgy, but we eventually
got it sorted.
Next came the installation of the two PCVs and the two Autotunes which proved to be more difficult than
anticipated.
We had to be sure about the firing order to be certain that we were targeting the correct cylinders.
Because the 'Sedici uses a shower type injector, all the connections are housed inside the air-box and this meant drilling through very expensive carbon fibre. The rubber gland is courtesy of a crashed Tata’s firewall.
We had to be sure about the firing order to be certain that we were targeting the correct cylinders.
Because the 'Sedici uses a shower type injector, all the connections are housed inside the air-box and this meant drilling through very expensive carbon fibre. The rubber gland is courtesy of a crashed Tata’s firewall.
Because of the lack of space, the top of the air-box
seemed like the only place to mount the four modules.
This all seemed possible until the tank was fitted. Unfortunately not. Stripped everything off again and relocated the PCVs to the front of the air-box, behind the head stock.
Don’t ask for a picture because you can’t see it.
Then it was three solid days on the dyno creating the custom maps for the two PCVs.
Then it was three solid days on the dyno creating the custom maps for the two PCVs.
Screen shots of the Maps.
Impressions of riding this bike were strange. I was pretty nervous just
because of the 'Sedici's value, but after about five kilometres I had forgotten about this, and the nervousness disappeared. You can’t help but grin when accelerating from 8000 RPM. It howls like a
banshee, and for lack of a better explanation, it just gets freaking angry and accelerates up to
14000 RPM in the blink of an eye. I have, however, ridden better bikes with more power, better handling etc.
But that’s not what Ducati's Desmosedici is about. It’s knowing you are riding
one of only a thousand five hundred made, it’s about the fact that this is as close as you are gonna get to riding a MotoGP bike.
Julian Neethling, Superbike Solutions.
