New Translogic Shifter for the 1299. Finally (pics)

I have had this for a while but wanted to evaluate this before I threw it out there. First lets qualify the review. Some have ridden with quick shifters in the past. Some have not. For the riders that have never used a QS before, the 1299 dual channel QS is pretty cool. For those that I have spoken to including myself who have used a good quality strain gauge QS, the Ducati micro switch unit is a bit of a mess. There have been more than a few complaints with regards to the stock QSs quirks. For me, this system with the rear sets that I chose was a far cry from what I was used to. Here are the specifics of why I pursued this and the results.

I started with the DP rear sets and the stock QS. I came from a set of Attack rear sets and a PC QS on my 1000RR. The Attack rear sets are night and day better than the DP rear sets and here is why. The Attack units ride on precision bearings. There is a dedicated arm for GP shift. The DP rear sets use a teflon coated plain bearing on the shift lever and a funky linkage set up for GP shift. The Attack units are crisp and precise with zero play. The DP rear sets are loose and sloppy and as the teflon wears, they get worse. I wanted Attack RS on this bike but they do not make them so after looking at 9 different brands, i was sold on the Lightech with some personal mods. These rear sets are fantastic.

Next it was time to the shifter. Thanks to Urs I was turned on to a unit that Translogic had made for a friend of his. It was a direct plug and play dual channel replacement for the stock 1299 unit. I contacted TL and ordered a few of them. This is the result. I have replicated the precision I have on the Honda and I have bi directional operation. I reduced the total travel of the shift linkage by 45%. There is no play in the linkage. Every shift is precise and lightning fast and the consistency is outstanding. I highly recommend this mod if your not happy with your current set up.

Is there any benefit to having just the translogic shifter kit on the standard rear sets?
Is there any mod that can be done to take out the slack on the stock rear sets/shifter setup?

I just peeked at the TL and it looks promising. What kind of control do you have over interrupt time? Will is suit reverse shift and retain auto-blip?

What is the difference between the TL and the Rapid Bike quick .......?

Prince Albert said:

What is the difference between the TL and the Rapid Bike quick .......?

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From what I've read the rapidbike is a one directional sensor so you need two sensors for autoblip.

Damn you and your tiny ... pictures!

So far.. I hate the stock rear-set / QS combo. Like you already mentioned it is waaaaay to sloppy (like the throttle was). I've converted mine to GP and changed the pin-out to reverse the sensor. However, the lever/spindle adjustment was inadequate, required me to adjust the rod on the engine splines and is still very loose/sloppy feeling.

This setup looks like it might be the way to go.. just not sold on exactly which rear-sets to go with. Lightech looks pretty nice, but I'm kinda cheap so..

Yes the RB shifter is single channel. This is plug and play. There are no mods for shift point time as your still going through the stock ECU. That is something cool on the RB set up. Attack used two sensors (one swapped) on their motoGP effort to get up/down shifting. Im sure you could do that with the RB setup. Just pair the wiring at the harness and it should work. Sorry about the pics. Im not that bright. If you want better pics shoot me an email. [email protected]

I'm very interested in this setup as I am used to a strain gauge quickshifter as well and agree that the whole OEM setup is less than precise. I've swapped stock for a set of CNC Rps rearsets which helped, but am curious on the trans logic setup - does it include the required shift shafts and heim joints for a complete setup from the shift arm to the rearset arm? I am particularly interested in what you've done to remove the slop and shorten the throw by 45% as that is also one of my peeves. Any details you can provide would be helpful. The sensor itself is easy enough to find on the TL website.

The sensor is a specific design for the 1299 that operates in the 0-5V range. It comes with the correct 3 pin connector to plug straight into the Ducati wiring harness. It also comes with the tie rod assembled to replicate the standard sensor length, so being pure plug and play electrically and mechanically. I just ordered the QS as I make my own rods. You can get it either way. I dont think this QS is on their site but it might be. It does carry a different part #. Yes the Lightech shift lever is specific for GP shift therefore no funky conversion linkage. The only play now in the whole system is in the shift shaft assembly itself however I do have a billet Ducati Corse cover that has a different bearing assembly in it had the billet shaft link. Once that is on the thing will have Rolex like precision.

Are you running standard or reverse shift? Do you have order a different part for reverse vs standard shift?

Reverse (GP). Stock linkage and shift arm configuration. On the Lightech, there is a different part number for stock and GP.

Who'd you buy it through?

This is listed on their site. Does this describe what you are using?

Ducati Panigale replacement Quickshifter DCS sensor (includes tie rod kit) for 1299 models with standard footrests with standard road shift or inverted race shift set-up. Plug&Play for `ride-by-wire' Panigale model year 2015 onwards. (Replaces Ducati Part No 55214241 with 3 way connector)

Part number TLS-DCS-PAN-FF-140

Ha cool. Yep thats it.

Domino said:

Who'd you buy it through?

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+1...who'd you buy it through?

I bought them direct through TL

Would love to see some closer up quality pics of the linkage and rear sets setup,
Somehow the pics uploaded to this forum always end up tiny.

Shoot me an email and I will send them. [email protected]

I'am thinking of removing the whole OEM quick shifter and replace it for a Pro Shift electronic power shifter which is controlled by buttons on the steering rod, clutchless. The whole OEM shift lever is unnecessary and removed. This system is used by Ducati at the GP bikes.

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The specs:

The world leading GP winning PS3.5 system's features are;
"¢ Fully Closed Loop Technology using gearbox feedback with adjustable windows for instant valid gear detection
"¢ Stand alone Closed Loop + Plus â„¢ Technology, featuring linear feedback recognition, A World's First making closed loop now possible on superbikes without rotary potentiometer feedback
"¢ Open loop which amazingly still features graduated ignition cuts with automatic neutral reset detection
"¢ Graduated ignition or fuel injection cuts for flat shifting (programmable for all upshifts)
"¢ Ignition or fuel injection ramping on after ignition or fuel cut if desired (programmable for all upshifts)
"¢ All systems provided with ergonomically designed Handlebar Switchgears featuring either two buttons behind the bar or our latest "upshift" button at the front and "downshift" button behind the bar
"¢ Auto Upshift Facility at pre-programmed max power RPM, press and hold upshift button (programmable for all upshifts) Note This can easily be disabled to comply with race series regulations
"¢ Gear specific safe Max RPM Downshift "Lock Out" which prevents downshift engine overrev (programmable for all downshifts)
"¢ Max Torque Downshift â„¢ Another Worlds First, gear specific automated max torque downshifting
"¢ for guaranteed maximum acceleration after downshifts
"¢ ½ shift neutral acquisition removes any worry about finding neutral on the grid
"¢ Gearshift specific individually timed operations for every upshift and downshift
"¢ Programmable max engine RPM rev limiter
"¢ 1-12 Cylinder RPM recognition and measurement parameters
"¢ Auto-Retry of any miss-selected gear (upshift or downshift)
"¢ Variable Gearshift Operating Power 100% - 1% for ALL shifts not available on any air shift system
"¢ Variable Up and Downshift "on times" for gearshift solenoid (programmable for all gears)
"¢ Emergency Mode. In case of any system fault such as rotary potentiometer failure an "˜emergency mode' is provided, should the "˜emergency light' start to flash on the dashboard, simply selecting "˜emergency mode' will bypass the systems gearshift parameter restrictions, this then allows unrestrained use of the gearshifter with all feedback disabled. Every time the shift buttons are pressed a gearshift will be completed in that operable direction, once set the PS3.5 software will predetermine the timing of each gearshift.
"¢ All software and leads are provided with the PS3.5 System and all parameters are fully adjustable by PC or Laptop down to 1mS (millisecond) increments

"¢ AUTO-BLIP DOWNSHIFTER OPTIONS ARE AVAILABLE FOR EITHER CABLE OPERATED OR DRIVE BY WIRE (DBW) ELECTRONIC THROTTLES using either our remote cable auto-blippers or our electronic throttle signaling modules

Translogic has a similar system in a much smaller package. You can see it on their website. The ProShift system is a bit invasive and for anything but racing, I think something like this would be a bit of a pain in the .... You have to clutch and shift with the left hand which seems like it could be troublesome. Anyhow check out the Translogic Power Shifter. Its a much nicer package and i am sure the support is going to be a bit more robust