Converting street bike into a race bike

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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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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.
 
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 !
 
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.
 
Duck41 said:
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.
Click to expand...

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.
 
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.
 
JArnold said:
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.
Click to expand...

Thanks! The fasteners are riveted but I do not know where to get them since I purchased the fairings second hand (read crashed).
 
jarelj said:
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.
Click to expand...

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.
 
jarelj said:
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.
Click to expand...

Thanks for the information Jarel. I haven't reviewed all files from Almeria yet, but finally I found one with full throttle :) Also note the DTC on 36 with new tyres. And I also had a highsider with the DTC on level 2 in Race mode. I thought highsider was almost impossible with DTC on 2?

 
Well there you go, I guess 36 is indeed the max! Looks like you could benefit from getting on the throttle smoother so you can minimize the DTC intervention, the more it kicks in the more it hurts your drive coming out of the turns. The perfect balance is just a minor intervention where it helps you get a better drive than you could have gotten without the system, this is really the whole reason for TC systems in racing (not safety). It's always still possible to get big slides even with TC, particularly if there is sideways momentum from the bike at the same time the tire is spinning, I always say it's not a blank check to use poor throttle control!
 
In my mind my throttle control is very good, smooth since I'm too old and scared to push very hard exiting the corners. But the DDA doesn't lie, so there is room for improvement!
 
The trick is to try getting on the gas slightly sooner than you are currently, and then roll the throttle on more slowly, that minimizes the stress on the rear tire and maximizes traction without as harsh of an intervention from DTC.
 
Adding a tooth tod the rear will also hold the engine higher in the revs and torque curve .. It s getting out of the dip to max torque that hurts smooth delivery ..
 
First race of the year was the club race for the Swedish Ducati club (approx 1400 members). The place was Anderstorp Raceway in Sweden. A quite fast track, but due to the weather (rain) the lap times did not really match the ones from last year with my doped 999 (1050cc).

So therefore I just publish the before picture from our very nice tent and the after picture from the trailer together with another Pani.



 
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I raced for years, and recently purchased an 1199R a few months ago-definitely going to take the rest of the route to the dark side.

Great stuff!
 

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