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Old Mar 3rd 2014, 08:21 AM   #41
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I Ride: V4S and Ninja 400. Dichotomy.
Here's an example from Turn 8 at Motorsports Park Hastings. Coming out of Turn 8, I'm only getting to 75% throttle. Reason being, if I rolled on any harder at 90+ mph in 3rd gear I'd go flying off the right side of the track because I wouldn't be able to keep the bike pointed toward turn 9 where I have to get on the brakes fairly hard for a 60mph corner entry. At that same spot on my old 848 I would have been at full throttle.
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Old Mar 4th 2014, 04:48 AM   #42
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Thanks for your input jarelj, very interesting!
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Old Mar 4th 2014, 05:21 AM   #43
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I Ride: 2012 Ducati 1199 Panigale
Great looking bike and great job with getting her on the track where she belongs!!

My only questions, and it's a foolish one, is where did you get the Dzus fasteners for the bodywork and were the riveted in or clipped in place? I use to have Dzus fasteners on my ZX-10 and it made just regular maintenance on it that much easier.

Want then for this bike and it takes forever to take off the 134245667 fairing screws that it seems to use.
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Old Mar 4th 2014, 05:42 AM   #44
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i think the throttle thing is not helped by the lame quality of the stock throttle.. it's sloppy at the beginning of opening and moves all over the place. on top of that ther's the fact that its almost impossible to crank it all open in one go...

i tried to plug a RS one ( 7 degrees shorter) but the link from MM to Mitsubishi can't be done as to different voltages and signals ..

crazy thing is that the RS throttle is a Hypermotard throttle with a deus plug and some different internals.

the solution will surely come when Corse comes up with the EVO throttles for their EVO - SBK bikes...

Jarel is right when he says the extra rush from 85 to 100% is quit big... but there is no reason not to use that on a straight...

nice bike... ! enjoy riding it !
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Old Mar 4th 2014, 06:52 AM   #45
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Some very good information. I mainly would like to verify that the less than 100% gas occurrences shown in this data are in fact rider influenced and not something that is happening despite the rider pinning the throttle at a 100% open position.
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Old Mar 4th 2014, 07:14 AM   #46
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I Ride: V4S and Ninja 400. Dichotomy.
Originally Posted by Duck41 View Post
Some very good information. I mainly would like to verify that the less than 100% gas occurrences shown in this data are in fact rider influenced and not something that is happening despite the rider pinning the throttle at a 100% open position.
Yes, if the throttle is pinned it registers 100% in the data, anything less than that is the rider not holding the throttle against the stop.
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Old Mar 4th 2014, 07:21 AM   #47
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I will check in my DDA files since I know for sure I opened 100% (not often but sometimes).
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Old Mar 4th 2014, 10:20 AM   #48
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I Ride: V4S and Ninja 400. Dichotomy.
If you look at the graph I posted in Post#41 you can see the spots where the throttle was held at 100%, that's how it should look if you're getting to full throttle.
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Old Mar 6th 2014, 11:39 PM   #49
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Originally Posted by JArnold View Post
Great looking bike and great job with getting her on the track where she belongs!!

My only questions, and it's a foolish one, is where did you get the Dzus fasteners for the bodywork and were the riveted in or clipped in place? I use to have Dzus fasteners on my ZX-10 and it made just regular maintenance on it that much easier.

Want then for this bike and it takes forever to take off the 134245667 fairing screws that it seems to use.
Thanks! The fasteners are riveted but I do not know where to get them since I purchased the fairings second hand (read crashed).
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Old Mar 7th 2014, 03:28 AM   #50
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I Ride: V4S and Ninja 400. Dichotomy.
Originally Posted by jarelj View Post
I'm pretty sure the DDA software uses the same methods as the MTA Data View system that we use with the professional data loggers (it looks so similar I suspect it's the same Italian software company who makes both systems). On the MTA software the TC data channel is actually an index and not a percentage, so it's set to show an indexed range from 0 to whatever number is programmed as the max. It's just a metric to let you know how strongly the system responded in a given situation, with 0 being no intervention and 15 being the maximum intervention during that session.
For those interested:
I got some clarification on this from Ducati, it is indeed an index. Supposedly it's 0-36 as the range for the index, with 0-6 being basically no intervention, 6-24 being first-level intervention with timing cuts, and anything 24-36 being major intervention with fuel cuts. The graph auto-ajusts in the software to show a range of 0 to whatever the max recorded value in the session was. So in the example posted by Superlight1199 above, the maximum intervention in the session was 15 which is about half way through the range of 6-24 of timing cut intervention, which would indicate it was a significant response but not a major spin-up. If you ever got a big spin-up you'd find a response in the over 24 range where the fuel is cut, which you would also feel on the bike.

Generally the timing cuts are happening in the background and you really don't feel them or notice as a rider, once the fuel is cut you'll feel that and it feels like the engine is all of a sudden way down on power. It doesn't feel like a rev-limiter where it's a stuttered hesitation in the engine, it's just more like all of a sudden the power delivery of the engine got a lot softer. If you want to see what it's like, just put your bike in wet mode on the track and hammer the throttle coming out of a turn, the DTC will kick in immediately and despite you holding the throttle to the stop the acceleration will be very mild and the yellow DTC light on the dash will be going bananas.
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