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Old Jan 25th 2016, 09:44 PM   #81
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Originally Posted by double0 View Post
If you purchased the DP akrapovic instead of the Evo akrapovic, you have already paid for the upmap. There is no upmap for the evo akrapovic, which is one of the reasons why the DP akrapovic costs more. It's part of the purchase price.
Lol oh so they did what Mcdonald do to you in Italy!? You order a big Mac menu and they just make it large, without even asking you what size you want. you only get to pay less when you specifically tell them you want a regular menu. Oh man these Italians always at it best.
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Old Jan 28th 2016, 01:57 AM   #82
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Alain's answer re RapidBike/PCV (he is currently very busy with dersitricting/reprogramming the H2 so he had little time to spend on his answer):

Louis , Rapid has the control of the fuelling using the narrow band sensor in an adaptative set up, and wideband, but not real time fuelling, just calculation, such as Bazzaz that has to be accepted before you can feel if your choice of targets was ideal for you as a rider and with your particular riding stile and weight; The close loop area on your ECU can be dealt with ECU flash, anyway and with that the preselected best ignition tables are allocated correctly to the adequate tables, so Ignition control is important yes but when you have the right equipment and application knowledge to use it without damaging the bike trying o do so, so I am not advocating not to do the application of Ignition after you had Ignition done as I firmly believe that each bike is an individual and you cannot say the one file suits all bike of the same model 100%. After a Ecu flash I have found that timing adjustments through IM that were still significant specially when you consider that in some circuits you can have the 8 top places within 400 s of a second.
I am not sure what machine he uses and of his Dynojet knowledge , and I am not sure that RB can do the following as Dynojet does, for example, with Dynojet, cell definition can be every 250 , live fuelling , you can allow for TP file extension, RPM file extension, Offset fuelling live cell definition of 250 RPM per cell, throughout the fuel or timing map file, Rev Extend, advance gear and cylinder mapping live with alternative dedicated AFR target per gear and/ or cylinder and gear, this also can be expanded by other possible inputs, so to have the necessary variations imputed on the fly, live, into the fuelling were trim is map, so yes, in some instances Dynojet Pc V /SFM/ IM application , doesn’t have the O2 sensor control sorted has RB does, but under Power Vision they have it and in time to come that will expand to the rest of the motorcycle brands, you must understand already what’s coming in the near future to understand the insight of this company on things to come and where they have invested and are investing their time and money, they are the leaders in our Dyno industry.
I am sure he is trying real hard to do what he knows best but it will be dam hard to unseat Dynojet from where they are, let alone where they going to and that is a sure fact.
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Alain
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Old Jan 29th 2016, 08:14 AM   #83
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Originally Posted by Claymore View Post
Alain's answer re RapidBike/PCV (he is currently very busy with dersitricting/reprogramming the H2 so he had little time to spend on his answer):

Louis , Rapid has the control of the fuelling using the narrow band sensor in an adaptative set up, and wideband, but not real time fuelling, just calculation, such as Bazzaz that has to be accepted before you can feel if your choice of targets was ideal for you as a rider and with your particular riding stile and weight; The close loop area on your ECU can be dealt with ECU flash, anyway and with that the preselected best ignition tables are allocated correctly to the adequate tables, so Ignition control is important yes but when you have the right equipment and application knowledge to use it without damaging the bike trying o do so, so I am not advocating not to do the application of Ignition after you had Ignition done as I firmly believe that each bike is an individual and you cannot say the one file suits all bike of the same model 100%. After a Ecu flash I have found that timing adjustments through IM that were still significant specially when you consider that in some circuits you can have the 8 top places within 400 s of a second.
I am not sure what machine he uses and of his Dynojet knowledge , and I am not sure that RB can do the following as Dynojet does, for example, with Dynojet, cell definition can be every 250 , live fuelling , you can allow for TP file extension, RPM file extension, Offset fuelling live cell definition of 250 RPM per cell, throughout the fuel or timing map file, Rev Extend, advance gear and cylinder mapping live with alternative dedicated AFR target per gear and/ or cylinder and gear, this also can be expanded by other possible inputs, so to have the necessary variations imputed on the fly, live, into the fuelling were trim is map, so yes, in some instances Dynojet Pc V /SFM/ IM application , doesn’t have the O2 sensor control sorted has RB does, but under Power Vision they have it and in time to come that will expand to the rest of the motorcycle brands, you must understand already what’s coming in the near future to understand the insight of this company on things to come and where they have invested and are investing their time and money, they are the leaders in our Dyno industry.
I am sure he is trying real hard to do what he knows best but it will be dam hard to unseat Dynojet from where they are, let alone where they going to and that is a sure fact.
Regards
Alain
FYI, Rapid Bike adaptive tuning is NOT like Bazzaz, the trim maps are applied to base map in real time / all the time . Bazzaz auto tune is a log box , this is what most tuners won't understand due to lack of experience with Rapid Bike, but it is OK. and about the closed loop area, we have no problem managing it. There is so many people here with Rapid Bike and when we ship oit the systems it is already set to start correcting at 2700-3000 RPM and 4% throttle.....

Where is he located and the name of his shop, I would like to talk to at least send him some info
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Old Jan 29th 2016, 08:18 AM   #84
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Originally Posted by YTURAN View Post
Where is he located and the name of his shop, I would like to talk to at least send him some info
He is the DynoJet agent in South Africa - DynoJet: Home
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Old Apr 5th 2018, 01:59 PM   #85
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shilling are you still happy?
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Old Apr 5th 2018, 02:01 PM   #86
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Oldddddddd Thread!!!
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Old Apr 5th 2018, 10:19 PM   #87
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Originally Posted by 80shilling View Post
Now that I have installed the Termignoni Carbon slipon, the Sprint P08 filter and the RapidBike Race module and put some real miles on it, the bike is just astounding.

I took it out on Friday morning in around 70 degree weather (about 20 degrees less than it has been recently) and had some completely clear roads that let me really ride her hard.

I'm not sure if it's a characteristic of a large bore twin engine, compared to a 4 cylinder like my BMW S1000RR, but the 1299 works best when you keep the engine spinning hard between the gears; it seems to react best to just ripping it through the gears with zero let-up. With my mods, the 1299 is FRIGHTENINGLY fast... My S1000RR WAS A MONSTER, A BEAST above 11,000 rpm, but now my 1299 is even faster... It 's BONKERS!!. Now the midrange is even MORE nuts and it takes every bit of my body weight over the front, plastered to the tank to keep the front wheel down in 3rd and 4th. Running DWC level 1, it will lift the front in 2nd and not put it down until 5th if I pin it and rip through the shifts, shifting at, or very near redline in each gear.

I have already posted my opinion on the handling and brakes, but with the changes I have made, I am over the moon happy with the 1299. It has the look, the character and the outright berserk speed that I hoped it would have, way back when I put my deposit down on faith.

Any of you who want your bike to be truly unleashed at a reasonable price, with very little screwing around, you might want to try the package I (and a bunch of others on this forum) have done... Trust me, you will be happy.

I actually just took delivery of my 2016 1299S with full titanium AK exhaust, upgraded carbon everywhere, remapped ECU, etc. a few days ago. It`s absolutely gorgeous and INSANE riding
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Old Apr 6th 2018, 03:12 PM   #88
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Originally Posted by rudas8 View Post
I actually just took delivery of my 2016 1299S with full titanium AK exhaust, upgraded carbon everywhere, remapped ECU, etc. a few days ago. It`s absolutely gorgeous and INSANE riding
Who did the ECU? Dyno tuned or just reflash? The consensus seems to be the fueling is overly rich stock, typical from the factory (conservative)
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Old Aug 25th 2018, 10:02 AM   #89
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Originally Posted by 80shilling View Post
The stock filter is tremendously restrictive.. In another post, I did an unofficial test using my leaf blower. Almost zero air got through the stock filter, while a relative hurricane came through the P08. As I said, it's standard on the Superleggera. Only around $70 I think?

Cheers.
The only real way you can tell is with two dyno runs - Run the stock filter, then the PO8. We did this with my ZX10R, only with one change - we ran the stock filter on the first run, then removed it and ran it without a filter at all. I was geared up for the P08, but wanted to see what the stock filter actually did first. The difference between the stock filter and no air filter was .6 WHP in my ZX10R! Not even 1 HP! I'm using the stock filter in my ZX10R and 1299S. Before I spend the money on a P08 for the 1299S, we'll make the same 2 runs with it. I just had the Akrapovic full race system installed and ECU flashed with Ducati's map and wow! Feels like a new bike again! The kit used to have a Sprint filter in it. The newer ones do not. My dealer told me Ducati determined that the stock filter was performing at basically the same level as the Sprint filter, so they stopped putting one in the kit. Anyhow, the bottom line to all - HAVE FUN!
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