2023 V4S Dyno Tunning @ Carita Motorsports in Miami

Ducati Forum

Help Support Ducati Forum:

Actually it's probably more like 20 HP. R connecting rods would be a good idea also. Power peak goes into the mid 14's? These cams and a careful blueprint 240? More? What did the GP motors these were based on make? 270?
 
SuperDomestique said:
Heads from 2021 V4S and 23 R have different part numbers. Even going from the 21 to 21 V4S the head part number has changed
Click to expand...

The heads may be a chamber volume thing also. Since the stroke is the same if you used the same rod length and pin height you'd have to change the chamber volume to keep the compression up. Or use a thinner head gasket. Head gasket part # the same?
 
bp_SFV4 said:
I’m sure you’re well aware that tuners can be more or less aggressive with their tunes. It also wasn’t 8 over a stock tune it was 8 over another tune.
Click to expand...

I guess my point is I don't think 30 HP would matter if the motor was built right. The oiling (rod puking) failures are due to the particular motors characteristics more than the design. Ducati call out a rod bearing clearance spec where the max is twice (or so?) the minimum. First order the annular space of the bearing to journal would double. Required oil flow to service that gap first order double. Add a loosely toleranced oil pump. Careful assembly and I bet these are bulletproof. How many WSBK Ducati motors failed in races last season?
 
baggerman said:
I guess my point is I don't think 30 HP would matter if the motor was built right. The oiling (rod puking) failures are due to the particular motors characteristics more than the design. Ducati call out a rod bearing clearance spec where the max is twice (or so?) the minimum. First order the annular space of the bearing to journal would double. Required oil flow to service that gap first order double. Add a loosely toleranced oil pump. Careful assembly and I bet these are bulletproof. How many WSBK Ducati motors failed in races last season?
Click to expand...
That’s kind of my point. It’s not a blueprinted engine.
 
Brain fart easiest thing to do would be to have the intake valve stem 4 mm longer. I think seasonal affective disorder is making everyone pissy. You're both knuckleheads can we discuss motorcycles.
 
baggerman said:
Ok. So if you're going to use as a track bike go thru it first. Italian design is fine. Assembly however is also Italian.
Click to expand...

This is true. If I was going to have a dedicated track/race bike not under warranty, a blueprinted engine would be first on the list after sorting suspension and ergonomics. Then again tracking a Ducati wouldn’t be my first choice for a track bike due to the costs involved. Instead, I’d go for a bog stock Fireblade SP or Kramer
 
So the intake valve on the superleggera's which is a 1000 cc is the same. The intake shim range is the same but the closing shim range starts like 2 mm higher. So I'm thinking they bolt in. On earlier twin R's this wasn't necessarily the same because of valve sizes. These motors have the same valves sizes so the centerlines of the valves is probably the same. That would move the valves on the 1103 further away from the cylinder wall which would help flow a little. So if all that is true you can get slightly greater flow from the R cams in a 1103. I don't find these particularly hard to work on just complicated from the shear number of parts. I find the reshimming process easier than the testaretta's. And I like the cam drive set up.
 
I'll tell you what those R cam specs have my mind spinning. I'm now in the market for a used set. If you timed these closer to the regular V4 timing spec (advancing the intakes mostly) the 1103's would have beast like midrange and more topend. They have 40% more lift. The difference in dwell time above the point of no restriction (about 8.5 mm lift) versus the street cams is immense. They have made the closer collets titanium on the V4R. I don't think this is just for weight partially for ductility versus the tool steel ones. To get these kind of numbers the closing ramp has to be a cliff. I'm going look for any other differences (closer springs maybe) but they should bolt in. Downside short guide life.
 
andyb said:
Yeah , the complexity of fitting that seat blew your mind..... 😂 😂 🤔
Click to expand...

Nah dog. What blows my mind is that so many people like you like to shine .... and call it gold. Andy’s feeble mind and lack of comprehension can‘t grasp the simple concept of a properly fitting part. I don’t fault you, Andy, you’re just special. Short bus special.
 
I like italian engineering. That why I buy Ducati's. I have never found them hard to work on. That includes the current one. The electronics is complex but that's on everybodies superbike. I literally have the bike apart swingarm hanging on the motor. Simply not hard to work. I've looked at pictures of the motors extensively and I like the architecture from an assembly standpoint. Really nice parts (pistons, rod and such) particular in the R's. And I need to go back and look at the cases but is the transmission a cassette? Boy that would make the race mechanics happy. Me to. I'll be changing to the R gearset at some point if that's so. I've worked on a lot of stuff this is not hard. You want to work on something where they totally didn't care about service try a BMW car.
 

Similar threads

P
Deussen Engines ECU Flash
Replies
0
Views
22
PRV4S357
P
H
SLR Tuning (my terrible experience)
2
Replies
37
Views
4K
Hok
H
T
BrenTuning Flash Development (Tech Talk)
17 18 19
Replies
379
Views
83K
Sammy
S
B
Rexxer ECU Flash review...
2
Replies
28
Views
14K
Gunny Fitz
Gunny Fitz

Register CTA

Register on Ducati Forum! This sidebar will go away, and you will see fewer ads.

Recent Discussions

Back
Top