Waste of money .....

[Speeddog]

They've got the 'stick' coils.

Might want to route those coil wires seperate from the high-tension spark wires.

[Wzed]

Sorry to ask a three year old question, but what's the HP gain expected from this sort of swap?  Stock 800 is 77 - could you gain an additional 10 over that?  That dyno pic in the third post is too IZ_ to read.

[Speeddog]

I think that's Photobucket being a bunch of wankers.

I suspect stopintime can reload it.

[MonsterHPD]

I know, not ideal; I will tidy up the installation over winter. I did not have time to do it properly and just wanted everything secured and out of the way.

Wzed; I suppose you are referring to the 840 cc conversion? I hope Stopintime can re-post the diagram, it´s certainly Phuckbucket screwing up the pictures (and sending irritating e-mails every other day).
I suppose the Stopintimes diagram includes all his changes. If you only do the 840 cc conversion, I would expect a similiar increase in torque, i.e. about 5%, 4 hp or so, and not necessarily all on top.

With 840 cc, cams, and porting (and sensible intake / exhaust mods) I would expect something in the 10 hp region, but Stopintime can give more detail, I think.

I hope I will be able to use stock pistons with the ST2 cams I already have, thereby (uncaracteristically) limiting the waste of money in this particular case .... 

[stopintime]

Sorry to ask a three year old question, but what's the HP gain expected from this sort of swap?  Stock 800 is 77 - could you gain an additional 10 over that?  That dyno pic in the third post is too IZ_ to read.

...........

With 840 cc, cams, and porting (and sensible intake / exhaust mods) I would expect something in the 10 hp region, but Stopintime can give more detail, I think.
....................

Well, both photobucket and flickr have turned even more crazy. No more.

The Ducati Performance exhaust kit (slip ons, open box and ECU) plus my de-cat midpipe increased the BHP by ~4 and torque by ~8 Nm. Plus smoother.

Then came the engine work which increased the power by another 18 BHP. From 77 stock to almost 100 (98.6). Torque from stock 73, via kit 81 to worked 91.

Very very rev happy, but too hot up high - it had to be detuned a couple of horses (more fuel I was told). The throttle response was also too sudden and would rip the engine apart in no time. Fun as hell, but the throttle response had to be slowed down a little (less fuel I was told). Third gear clutch wheelies.

It still does 235 km/h indicated.

Big bore 840cc, lightened and balanced crank, Carrillo rods, Pistal pistons 11:1, squish edge adjusted, cam timing adjusted, port & polish, 2mm larger intake valves, 900ie cams and Power Commander 3.


Don't do it 

[koko64]

 

 

[Wzed]

Well, both photobucket and flickr have turned even more crazy. No more.

The Ducati Performance exhaust kit (slip ons, open box and ECU) plus my de-cat midpipe increased the BHP by ~4 and torque by ~8 Nm. Plus smoother.

Then came the engine work which increased the power by another 18 BHP. From 77 stock to almost 100 (98.6). Torque from stock 73, via kit 81 to worked 91.

Very very rev happy, but too hot up high - it had to be detuned a couple of horses (more fuel I was told). The throttle response was also too sudden and would rip the engine apart in no time. Fun as hell, but the throttle response had to be slowed down a little (less fuel I was told). Third gear clutch wheelies.

It still does 235 km/h indicated.

Big bore 840cc, lightened and balanced crank, Carrillo rods, Pistal pistons 11:1, squish edge adjusted, cam timing adjusted, port & polish, 2mm larger intake valves, 900ie cams and Power Commander 3.


Don't do it 

100hp from an 800?  . Which big bore kit did you use - the Kaemna one? 

[stopintime]

100hp from an 800?  . Which big bore kit did you use - the Kaemna one? 

These are adjusted Dyno numbers to match Ducati's earlier "calculated" crank numbers. They are not real world rear wheel numbers. Ducati has always reported real world homologated official numbers in the bikes' paperwork, but in kW - well knowing that nobody can or bother finding the lower bhp from kW.

They ARE real as in a ~30% increase of both power and torque. BOTH. That's the impressive part of Kämna's work.

A bolt on kit won't match this.

[MonsterHPD]

Well,
Stopintimes motor shows the benefits of doing an engine "properly", i.e. with bottom end work and not just the "tuning" bits. I suppose Stopintime also noted the same effects of that as I did on the HYM1100 motor: it runs much smoother and "nicer". I only wish I´d got a lighter crank, but I got ahead of myself there ...

In my experience  (or maybe just in my taste ...), a smaller motor with a good tune is more fun to ride than a bigger motor with the same power, as long as low-down torque is not the prime consideration; nothing beats cubes in that respect.

It also shows the problems of power measurements; unless you have a useful reference, the numbers don´t really tell you anything. A friend here now has got his rolling road dyno (not a Dynojet) running, and we measured a 999R a few days ago. On this dyno (which is calibrated acc to spec procedure, whatever that means)  we measured appr. 110 hp @ appr. 10000 rpm. The same bike gave 142 hp on a Dynojet at a major Duc dealer. The 999 owner has now sold a tuned 996 motor (due to go classic superbike racing) which gave 112 hp on this dyno. Would probably not got that deal through without the 999 reference ...  

Manufacturers probably stick to imperial hp numbers (as opposed to metric kW numbers) out of tradition, and because the hp numbers are 1.36 times higher :-)

[koko64]

Thats a significant improvement.

That's interesting. The dyno I most frequently use is now 10% more conservative in its readouts due to new software. I have to take that 10% into account when comparing old and new dyno runs. Dyno operator said he gets complaints about the newer, lower numbers . Another local dyno consistently reads very high, but I think the operator stays with his original old software to ensure the consistency of his longitudinal data.

[Wzed]

These are adjusted Dyno numbers to match Ducati's earlier "calculated" crank numbers. They are not real world rear wheel numbers. Ducati has always reported real world homologated official numbers in the bikes' paperwork, but in kW - well knowing that nobody can or bother finding the lower bhp from kW.

They ARE real as in a ~30% increase of both power and torque. BOTH. That's the impressive part of Kämna's work.

A bolt on kit won't match this.

What diameter tubing did you use on your exhaust?  Did you need to go larger to match all those mods?

[stopintime]

What diameter tubing did you use on your exhaust?  Did you need to go larger to match all those mods?

Nope, strangely enough, stock diameter all the way (45mm IIRC). 

[MonsterHPD]

This will be a bit of cross-threading here, but since both bikes are on the graph, I post it here as well:

Dyno plot by torbjörn bergström, on Flickr

The M800 is stock except for slightly opened-up airbox lid, 2-1 exhaust (using first part of stock headers, outside Ø40 mm) and timed cams. I plan to put in the ST2 cams I have on the shelf, and do some clean-up porting over winter. This dyno run was to get a base line.

I´ve also weighed the bike. With the tank as empty as I could get it, it´s about 163.5 kg.  A lighter set of wheels might be a sensible waste of money .... and < 160 kg!   

[Speeddog]

Dyno remains unimpressed, apparently. 

[MonsterHPD]

Dyno remains unimpressed, apparently.  

Yes, that´s the reason some reference material is needed (the 999R mentioned above). Work is ongoing ... :-)