OK, I'll keep playing the game. Over the winter Ducati of Indianapolis set up 2mm over intake valves on my built 1000SS. To restate the details, its running 98 mm Pistal pistons (roughly 11.3:1 compression and uses pump gas), DP cams, no airbox (TPO intake) and the Hindle ultra-high mount exahust tuned by a PCIII. The crank lightened, polished & balanced, it has Carrillo rods and a lightened 749 transmission.
The dyno graph below shows the evolution of the motor - starting with the initial instalation of the 1080 pistions, next step was the DP cams and careful tuning and the final run shows the result from the +2mm intake valves and some additional head work.
Not quite as much peak power as lechef is making with the 100mm pistons and 50 mm throttle bodies, but, given that we have been relatively mild in compression and have made sacarafices to ensure reliability over peak power - I'm pretty happy. I can't wait to get it on the track - we have the weight down to about 340 lbs so lets let the fun begin!
Thats ok! You seem to be serious about it so its all good.
All input is appreciated, as we all discover things along the way.
Some may take it as we are bragging and this is the ONLY way to do things, but that couldnt be more wrong. I have cooperation with many enginebuilder/tuners with the idea to push all of our projects a bit further yes, so keep it coming!
And there we have it. Straighter intake tracts (eliminating the bends) helps power just as it helps flow on the bench . This becomes more inportant the higher the rpms go.
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For Ducati engine blueprinting/crank balancing/performance cylinderhead prep/ porting / big valve conversions-www.cjsracing.co.uk
For 1st class dyno-tuning ,mapping, custom eproms- and a whole load of other cool stuff www.hypertrick.net
Yes, if you look at the graphs you can clearly se the shape diffrence from the tpo setup vs my straight ones.
Im kinda curious to se what 1-2cm longer intakes would do to the curve, might build som adapters and fit and try next winter just for fun.
But for now im gonna ride it and enjoy, best thing is when you are at WOT the bike goes to 8500rpm then you shift and you hit the torque peak at 7000rpm and you off again. really strong!
Love that last photo. It looks like you have better drive than the four valve and are about to show him a wheel, ultimately causing his girlfriend to slip you her phone number.
Its easy to think LeChefs engine just has a couple more on top from a tuned 900, however I mapped a 900ssie yesterday with hc pistons, ported , SIL system with bigger headers and cams dialled in, an overlay of both gives a pretty clear view of whats going on.
If you take into consideration average power at wot the 1123 can hold 105+ while the 900 with a peakier top end may at best do 90 avg.
I just got some more graphs from Hypertrick who just dynoed a sport classic in the same bench as mine has been in. So this is a very good comparrison on the diffrence of my bike and a "normal" sport classic.
This bike has the zard full system, a big open top kn panel airfilter(my old one) and has been fully mapped out.
The Panelfilter and zard pretty much gets rid of the dip at 6200rpm that many SC have when the torque drops of.
As you can see they are more or less the same untill 4300 rpm when my bike takes off and lands pretty much 22 hp over the "stock" bike.
i just cant say how pleased i am with the bike, its really fast down the straights and has a really strong top end.
Following this thread intently as i have a 1000ds motor hanging in a 999r chassis. Needs to be built, can't decide on stock/tuned 5.9, a nemesis, or some 41mm kehins.
Seeing these numbers makes the NCR posted 110 sound real; not hype.
I'll ask the dumb question. Would starting with one of the new monster 1100 allow one to get even larger displacement? I'm assuming the cylinder could be over bored more than the 1000DS.
My '93 900 track bike pales in comparison (I'd be lucky if it made more than 80ish), but I always keep my eyes peeled for a deal on a salvage DS, but wonder if I should skip to the 1100.
i take a look now and then on this topic as well.
you should start a new topic about that mold and seat you made.
i'm about to make a mold from a kaemna tank cover so i can use a bit of info.
Hi Tom,
Good work and an interesting read. I have a question for you. I have a 2008 Hypermotard and I like to keep the engine stock. However I am thinking about installing Ducshop Hyper stacks, a full Leo Vance exhaust, lighten my flywheel, matching the injectors and have a custom made map.
I might have the cams timing set. Is there anything you see that would not work in this set up? I am looking for more mid-range.
Thanks
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