Converting street bike into a race bike

It's not likely that mounting the receiver underneath the plastic would cause a problem with operability.
The radome (gps cover) is plastic too. One more layer shouldn't hurt. Just get it as close to the same position as possible.

Good luck.

I just went ahead and got the part that can accommodate the GPS modulefor. Got to love ebay

Got my new barends from Lightech yesterday. The weight for both of them is 137 grams only. I do not have the weight for the original ones, but they are really heavy.

I thought that was the point of bar ends . you want light don't have any

It's not allowed to race without barends.

Plastic plugs are fine

I've crashed with plastic plugs and damaged the throttle, so I hope these are more durable.

I have the RG bar end sliders on mine . Great for crashing but heavy

i can attest that if you don't use it, it will function badly... not sure it will work now , but still... cost 20 euro or so...

Superlight1199 said:

I've crashed with plastic plugs and damaged the throttle, so I hope these are more durable.

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don t worry , if you crash, the bars will be gone...


ps : nice job! enjoy yourself !

Went to south of Spain for 4 days on the Almeria track. Great weather, great track and great to ride with Filip Backlund (third place in British Superstock 1000 championship).

Enjoy!

One lap on the track before my GoPro camera left the bike...

Almeria Feb 2014. GoPro leaving the bike... - YouTube

The DDA+ seemed to be a quite stupid investment, but actually it's great! Giving a lot of valuable input. Why I did not highside for instance

That's some great information! Notice for example how you're never at 100% throttle anywhere in the lap?

Nice use of the DDA! Waht do tha DTC numbers mean? Is there any video overlay software that works with the DDA?

I was a bit surprised to find out I didn't give full gas even at the long straight. So the DDA gave me a valuable reminder about this.

I guess the numbers of the DTC is merely showing how much the traction control is working (in percentage). The great thing is to see how much the TC works when opening the throttle when exiting corners.

I heard there are some video overlay software, but I haven't looked into that yet.

Superlight1199 said:

I was a bit surprised to find out I didn't give full gas even at the long straight. So the DDA gave me a valuable reminder about this.

I guess the numbers of the DTC is merely showing how much the traction control is working (in percentage). The great thing is to see how much the TC works when opening the throttle when exiting corners.

I heard there are some video overlay software, but I haven't looked into that yet.

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That's not unusual, we found when logging data on the track that not very many riders are getting to 100% throttle on the 1199 in most situations. I mapped out a lap at one of our home tracks that I've been racing/riding at for 8 years, and there only a few seconds out of an entire lap that I was at 100% throttle on the 1199 (see image I attached of two laps overlayed, 1 lap about 1.4 secs quicker than the other). It's much easier to get to full throttle at lower RPM's on the street than it is to get to full throttle at high RPM's on the track due to the insane amount of power that engine develops above 9k rpm.

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.

Here's another illustration, this is our other home track, a couple track day laps overlayed. Other than the long main straight (which is the data at the far left edge and right edge - since the start/finish line is right in the middle of that straight) there is virtually nowhere on the track where I'm at 100% throttle for more than a split-second.

The DDA is a great tool to gauge your consistency on the track by overlaying two laps and see how one lap looks compared to the other. If they look very similar and you were happy with your lap times, then that's good. If you can't even tell that the two laps were done on the same track, then that's bad! Ha ha!

jarelj said:

That's not unusual, we found when logging data on the track that not very many riders are getting to 100% throttle on the 1199 in most situations. I mapped out a lap at one of our home tracks that I've been racing/riding at for 8 years, and there only a few seconds out of an entire lap that I was at 100% throttle on the 1199 (see image I attached of two laps overlayed, 1 lap about 1.4 secs quicker than the other). It's much easier to get to full throttle at lower RPM's on the street than it is to get to full throttle at high RPM's on the track due to the insane amount of power that engine develops above 9k rpm. .

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This seems odd considering it seems rather simple to pin the throttle once the bike is upright. Could the lack of 100% gas occurrences be due to some type of built in safeguard, or do you believe it is simply just about throttle positioning? If throttle positioning truly is the culprit, there should be some way to remap in a way that would make WOT more easily attainable at those RPMs.

Duck41 said:

This seems odd considering it seems rather simple to pin the throttle once the bike is upright. Could the lack of 100% gas occurrences be due to some type of built in safeguard, or do you believe it is simply just about throttle positioning? If throttle positioning truly is the culprit, there should be some way to remap in a way that would make WOT more easily attainable at those RPMs.

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I think it's mainly because of the really aggressive mapping of the ride-by-wire settings that ramp open the butterflies on a really steep curve in the last 3/4 of throttle position, combined with the sheer amount of thrust that engine has up top. It results in a big hit of extra thrust when going from say 8/10ths throttle to 10/10ths throttle, which results in the chassis being upset with the front getting too light for good stability/control. I had to really get the rear suspension dialed in to get the right amount of rear squat before I could effectively use full throttle, but even still that bike has so much power at the very top that on a track where you're rarely just sitting upright with the throttle open, there aren't very many opportunities to roll it completely on. If you're coming out of a turn with another turn coming up soon (which is most of the time), if you rolled it completely open you'd get the front light or even off the ground while still leaned partially over, which means you no longer have any steering control. So you're really spending most of the lap modulating at less than full throttle to get the most amount of thrust you can use while still maintaining control of the bike's trajectory.