Thirsty...

I am filling up and putting around 4.0 - 4.2 gallons into it every time; that's my commute fill up. That means, theoretically, I have .3 of a gallon left.

Cheers.

i fill up about about 90-100 miles here in florida, but I dont pay attention as I fill up when i pull over for a rest stop... but to be honest, one does not buy this bike to care about fuel costs... is like buying a Porsche a later complaining about changing the oil. These are toys and should be treated as such.

As for leaning it out, i would have to say i wouldnt want it any leaner than it came from factory. These bikes in the states run super lean due to the CA emissions. After adding RapidBike and watching it add fuel to various parts of the RPM range, it was definitely starving for fuel

I get about 85 miles before the fuel light comes on but that's riding with 'enthusiasm' on my way to work every day.

lamb00j said:

These bikes in the states run super lean due to the CA emissions. After adding RapidBike and watching it add fuel to various parts of the RPM range, it was definitely starving for fuel

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Typically it's only lean from the factory (unmodded) in the low rpm ranges to meet emission standards. I was referring to wide open throttle

fzr100098 said:

Typically it's only lean from the factory (unmodded) in the low rpm ranges to meet emission standards. I was referring to wide open throttle

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the lean from the factory thing is absolutely true . the fi system on the ducati does have adjustment but IIRC it would not affect wide open. more than likely no matter what you do it will not change the fuel mileage by tuning it .
in fact the most adjustment you can get is to upgrade the exhaust and upmap from ducati. but ironically it might get the mapping more spot on and actually use more fuel.

it can actually be because you come from a I4 background .
it can be environmental .
local fuel quality and altitude etc etc.
it is probably a combo of the above.

you need to actually journal your exact mpg over at least 5 tanks or more of fuel .
then I would recommend going to buy some recreational fuel . this fuel should be the kind they use at marinas for example. it has zero alcohol and a min of 91 octane. run that for a few tanks .
you should be able to get some idea of what % is related to the fuel
altitude humidity and alcohol are all big factors
its been my experience that for what ever reason the fuel mileage in these cases gets better over time. (partly because you gel with the bike i'm sure)
first you must actually get the precise mileage you are getting . (based over several tanks)

http://ducati1299.com/ducati-1299/21857-dynoing-my-1299s-tomorrow-10.html post 94

fzr100098 said:

http://ducati1299.com/ducati-1299/21857-dynoing-my-1299s-tomorrow-10.html post 94

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I am confused.... you said you want to lean your bike out, now you show a thread with yaman stating that the dyno was not done properly due to not taking the wheel sensor off which in turn showed a rich fuel... SO I ask, what are you getting at? is your bike lean or is it rich? have you had a dyno run to see how your bike is doing or are you speculating on what others are showing ?

Yaman did a dyno pull on my bike a few months ago with great results. AFR was pretty decent all through the rev range and thats all that matter to me.

I would like to say that tuning a bike and tuning turbo/NA cars are two totally different animals.

1. I never said I wanted to lean out the AFRs, only that these bikes tend to run rich at full throttle. Have not dyno'd my bike yet.

2. I'm aware of the speed sensor issue, I knew that was coming, but I don't expect to see AFRs magically increase to 14s with it disconnected, there aren't many dynos posted for this bike yet. If you have one (unmodified) please post it

fzr100098 said:

Nope - like I said before, R1 is the better track bike, 1299 is the better street bike

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You couldn't be more wrong.

ever watch World Superstock racing? You can change the bodywork and exhaust on those bikes, and that's about it. Even the series spec tires are street legal (Pirelli Supercorsa).

Watch some of this year's races. You'll see an Aprilia out front, a '15 BMW fighting it out for podium places with '15 Panigale Rs....and the new R1Ms struggling midpack, EVEN WITH SYLVAIN BARRIER on board. Don't know who he is? Google it.

Ducati is the better track bike over Yamaha, both are worse on the street versus BMW, and Aprilia has the best stock-spec track bike this year. Last year it was a horde of Panigales, and before that - Barrier and his S1000RR was literally unbeatable for years.

Nothing reveals the truth, like world-level racing over the course of a season on different tracks.

kismetcapitan said:

You couldn't be more wrong.

ever watch World Superstock racing? You can change the bodywork and exhaust on those bikes, and that's about it. Even the series spec tires are street legal (Pirelli Supercorsa).

Watch some of this year's races. You'll see an Aprilia out front, a '15 BMW fighting it out for podium places with '15 Panigale Rs....and the new R1Ms struggling midpack, EVEN WITH SYLVAIN BARRIER on board. Don't know who he is? Google it.

Ducati is the better track bike over Yamaha, both are worse on the street versus BMW, and Aprilia has the best stock-spec track bike this year. Last year it was a horde of Panigales, and before that - Barrier and his S1000RR was literally unbeatable for years.

Nothing reveals the truth, like world-level racing over the course of a season on different tracks.

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Subject to the rules, however Ducati won 2014 STTK championship was pretty dominant there throughout last season

sean999r said:

Subject to the rules, however Ducati won 2014 STTK championship was pretty dominant there throughout last season

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which makes Ducati the superior track bike, objectively speaking from empirical race data by the world's top superstock riders.

AMA Superbike and Superstock results speak for themselves, let's not turn this into another "my bike is better" circle jerk, take that ........ elsewhere

Just about all engines are lean at low throttle inputs. Leaning them out further is not possible usually. No effect on mileage.

At full throttle I like to see 12.5:1.

Massive pistons are inefficient at street speeds. Giant valves and massive valve overlap ain't helping either. Then there's the extra vacuum pump to spin. Sticky tires don't exactly roll well. No valve springs is handy, but a mute point by now.

fzr100098 said:

AMA Superbike and Superstock results speak for themselves, let's not turn this into another "my bike is better" circle jerk, take that ........ elsewhere

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you know, you're absolutely right. AMA does supersede World Superbike, and highly modified superbikes are more indicative of track performance than superstock racing.

I will therefore continue to listen to your daily extolling of the Yamaha R1, on this, uh, Ducati Panigale board. After all, it's your duty to educate us.

*sigh* daily extolling?

Since you want to sidetrack this once again, the facts are inarguable: 1) the twin has no future in high level racing, some form of 4 cylinder will always be superior in terms hp per cc. Despite a 200cc handicap (!) that fact has been conclusively proven in WSBK, and any twin would be laughed right out of MotoGP. Ducati is at the end of the development cycle with the twin, they will move on to a V4 most likely. 2) The Panigale frame, using the engine as a stressed member can't match the torsional rigidity of the twin spar frames, if it did, it would be winning in MotoGP and more often in WSBK. From an ultimate racing perspective, the inline/V4 with a perimeter frame is the superior package, and I believe the R1 offers the best overall racing package off the showroom floor in 2015, the Aprilia RF is a close second.

The Panigale is a great street and amateur road race machine, but it doesn't have the ultimate racing potential. If that opinion (backed up by overwhelming evidence) threatens you somehow, oh well, but "you couldn't be more wrong" - back at ya

nice technological analysis, except that perimeter frames are used because they FLEX torsionally better than a stressed engine, which has basically zero flex. The use of carbon fiber for the airbox and swingarm was, from an engineering standpoint, a sound idea and certainly unique and creative - part of why one would want to own a Ducati in the first place.

So the Panigale uses Preziosi's design that famously failed in MotoGP. But if the design was so unworkable, why make a street bike out of it? A truly detailed analysis points to another factor in Ducati's MotoGP failures during the Rossi years - spec control tires. Had Ducati been able to have tires made specifically for their chassis geometry, the bikes would have been more competitive. Remember, Stoner won the championship in 2007 - when Ducati still had access to tires made to their specifications. The L layout of a Ducati requires a very different fork rake and trail than a perimeter framed UJM, and consequently a generally softer flexing front tire.

But for a superstock bike, where softer sidewall front tires are not only allowed, they're easily accessible, the Panigale can and does work. It's no accident that the Panigale is delivered with the same tires that are used as the spec tire in World Superstock.

Anyways, believe whatever you want about the Yamaha R1. It's a nice bike, but it's no Ducati. The crossplane sounds incredible, but it's STILL down on power compared to Ducati, or BMW or Kawasaki for that matter. Back to back dynos don't lie. And to really make a comparison between the R1 and Panigale, only the R1M has a component spec that can be reasonably compared to the Ducati.

So here's some "overwhelming evidence" to chew on:
2015 number of WORLD Superstock podiums by Ducati Panigale R so far: 6 in 6 races.
2015 number of World Superstock podiums by Yamaha R1M so far: ZERO in 6 races.
2015 number of World Superbike podiums by Ducati Panigale R so far: 13 in 16 races, including one win.

In Superbike, where suspension and camshaft mods are allowed, Kawasaki rules, and the Ducati Panigale runs right behind them. In Superstock, where the bikes are as stock as you and I buy them, it's a fight between Tamburini's BMW and Salvadore's Aprilia for top honors....and again, several Ducati Panigales are right on their heels, sharing the podium.

Sylvain Barrier, one of the best superstock racers in recent years, is now on a Yamaha R1M and where is that "potential"? Despite his skill, he's struggling with the bike. Commentators keep wondering why he's so far away from the front runners, given his known riding talents. It doesn't take a rocket scientist to see that the bike isn't working, when subjected to the most competitive racing conditions.

BUT, if the Ducati Panigale is just an "amateur road race machine", why does it keep showing up on the podium in BOTH classes in every race at the WORLD level? Only VERY competitive bikes can score podiums at the highest level of racing...what one would call "ultimate racing potential". Ducati Corse's performance this year has been a master class in racing potential - they are getting very close to scoring more outright wins and they persistently score podiums.

The answer is obvious to everyone except you. I am not the first to tell you to take your Yamaha fanboi-ism elsewhere. The overwhelming evidence from 2015 race results do not support your opinions.

oh, and to address the original topic: leaning out a fuel/air mixture with a mind towards fuel economy demonstrates a level of ignorance about how high performance internal combustion engines work that is simply laughable.

No Ducati gets good fuel economy. Suck it up.

I get 250kms of proper riding which is pretty good for a superbike and the way I ride it. If you want comfort, great fuel range or other nit picky crap get a Japanese bike, not a savage Italian superbike.

ScrapperX said:

Two big coffee cans going up and down lol. My 1299s gets 103 miles before the light comes on with agressive canyon carving consistantly. On the freeway/highway i get 120 miles before the light comes on.

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NO WAY do you get 103 with "aggressive" canyon riding. Not to be a dick, but (like several others who posted MPG) I'm lucky to get around 80 before light comes on when "aggressive" SoCal canyon riding. I'm calling ........ on this one. I've got 2,700 (mostly) ACH canyon miles and never more than 85 before light comes on. I'm very heavy handed and seem to be on par with others. No major performance, gas guzzling mods on it yet either.