My review of Daniel Deussen Tuning

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baggerman said:
The main ETV restriction map would seem to be a torque/intake velocity mapping. So I only reduced the restriction from the torque peak up. And lowered the rev limiter 500 rpm to account for the increased cylinder pressure. The top rpm increase of the restriction (smaller percentages) can only be speed limiting. The ETV mappings in general would have taken a lot of effort on ducati's part. And have would take hundreds of highly instrument dyno runs. So all my changes are made incrementally iterative. The high gear race mappings in the high power engine mode would have been created for max output and throttle response. And that's exactly what you feel. I can readily feel and understand the hierarchy of the various etv maps so the names are not significant. The variables needed to be observed by the ecu to use optimum torque mapping would also seem pretty obvious. At 5000 feet and up it seems unlikely the torque limits would be invoked anyway. So I see the woolich software as really handy and have not invoked a single code.
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To be blunt: What is called the "ETV Restriction” in the WRT software has no direct connection to the ETV control. I do not mean to offend you in any way but your understanding of the system and tables is at a similar level as Woolich support seems to have. Yes, you see an effect by changing parameters in this table for sure but there is no need to even touch the rev limiter because of these changes and there is no direct link to cylinder pressure. The only real impact to cylinder pressure comes from spark advance changes and this table has no impact on Spark advance at all. And touching the Spark advance maps at full load is really not needed as the Spark mapping is pretty much spot on from the factory. I think it’s for sure fun to tinker with a system like this and make some adjustments based on your personal preferences. As long as you don’t make any drastic changes you are likely to be fine and not trigger any torque monitoring.

BTW, there is no speed limiting. Some USA models have a power limit in the OEM map but Woolich is not displaying this table in the software so you cannot disable it.
 
You know I've tuned a lot of stuff starting with amals. I've never had a ride by wire bike before so it's simply another thing to learn. But the one who will produce the best map for me is me. Because I'll tune the whole map. Thanks for the input.
 
I appreciate the help but I'm a diy self guy for everything. So if I need other software to achieve my ends I buy it. But I suspect I'll achieve what I need with what I have. Anyone know the cam timing for the V4? Thanks.
 
So no one actually knows the cam timing. This I find suprising. Should be in the workshop manual. Of course the plan in buying these bikes used is right after the owners are told the cost of a valve adjustment. Some people do some people pay. Well back to my incompetent tuning.
 
Baggers your question is too vague. Most people have no need to know the cam timing except when or if they rebuild an engine, since most are still going fine then its racers with diy skill and those guys typically dont waste time on forums except for one resident pom. Plenty of people are capable of performing a desmo service. Maybe try asking specifics.
 
Duration at 1 mm up to 1 mm up and lobe centers or if not available valve events (intake closing and exhaust opening is enough). Ducati on the late belt motors had slotted pulleys to adjust timing (offset keys for the desmoquattro's) so I'm thinking the chain pulleys on the panigales are slotted. I've never seen a ducati from the factory where timing was at their specifications but maybe the chain drive stuff is done more accurately. On the twins ducati would over retard the intake lobes to get the last couple of hp. Advancing the intakes would pick up power in the middle (lose 2 at the top get 8 in the midrange). Using the ETV's to create intake velocity in the midrange probably has changed this. Typically I'd measure valve clearances and retime the cams when I first got a bike. Anyway I'm just curious.
 
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baggerman said:
so I'm thinking the chain pulleys on the panigales are slotted
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They are. In the workshop manual the bolt holes in the camshaft are centrally located in the slots on the gear.
 

Attachments

  • Refitting the camshafts .pdf
    1.7 MB
Last edited:
Speaking of, when will Ducati make the move from chains to a full gear driven system? I mean it’s surprising that we aren’t already there. The Desmosedici RR was entirely gear driven.

I can’t even fit a ...... fitting seat let alone attempt cracking open one of these things. Will be sending to a competent independent Duc tech to get any valve work done.
 
Thanks. Suprisingly short timing. And lots of lift. Improving metallurgy has made the desmo a real advantage. The flanks have to be straight up and lots of intake volume to get a 13250 power peak with 49 degree intake closing and 26 degrees of overlap. Really suprising.
 
bp_SFV4 said:
The 1198 was 2009-2011. So 14 to 12 years ago. In almost a decade and a half, I have my suspicions that Ducati may have learned how to make a bike faster.
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Of course they did, but also how much are they nerfing the bike for street ride-ability for the average middle aged Joe that buys these
 

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