ECU mapping - Ducati Supersport 939 Forum
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post #1 of 397 (permalink) Old 06-22-2017, 11:26 AM Thread Starter
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ECU mapping

I have reviewed the PC-V, the Bazzaz, the Nitro-X, and the Rapid Bike EVO and Rapid race.
Held a chat with my local importer, he says the Rapid Race is best suited for the SS-S. Interestingly he also stated that the factory maps the bikes lean for the Euro 4 certification. The Akra race system and upmap is allegedly mapped rich. Installing the rapid line of products uses autolearn so that after 100 or so miles then the unit creates its new map for the air density and altitude etcetera.

Taking mine in tomorrow to try find a place to install the rapid race since it's marginally more expensive than the rapid evo and offers significantly more functionality. Also the importer asked me not to install the ducati upmap because the rapid unit is better.
Ok so some of it is sales talk I guess but it makes common sense not to install the upmap when the rapid will essentially be overwriting it in a few hundred miles. Proper ECU management may give an additional 8hp plus the akra race system with 6hp. Unfortunately I am at high altitude so I'm uncertain of the final result.

Anybody else out there looking at playing with the ecu
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post #2 of 397 (permalink) Old 06-22-2017, 11:33 AM
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What exhaust are you using?

2017 Supersport S
QD Exhaust
RapidBike EVO
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post #3 of 397 (permalink) Old 06-22-2017, 01:01 PM Thread Starter
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What exhaust are you using?
It works with stock exhaust and any other. The beauty of it is that it is so versatile in its functionality. Can programme the traction control and install launch control. My akra race exhaust is at customs. It has more functionality than what I need but wherever I ride the mapping will automatically adjust and that I like very much. Plus with the youtune bolt on, it can set the cruise rpm.

Ok so before you think I'm nuts I want to explain why I am doing all this.
At 195km/h my eye balls rattle in their sockets with the SS, so any power above 200km/h is pretty useless to me, simply coz I can not see the bends on this bike. What I want to do is take the power from the high range and transfer it to the lower and medium range where I will be using the bike a lot. Using this rapid electronics kit I expect to achieve that.
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post #4 of 397 (permalink) Old 06-22-2017, 01:29 PM
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Good luck.

I have friends who installed RapidBike units on their SportClassics and Monsters and they mostly are happy with them. However, because of ongoing problems with others my dealer has stopped selling and servicing them.

I have used the PowerCommander PCV with AutoTune and their QS module on my 1100 EVO. I was ready to sell the bike because of the crap fueling and then the dealer tech suggested the PCV with AT. I could not believe the difference after only one remap. Subsequent remaps kept improving the running until I could not tell the difference.

One thing I like about the PCV is that it comes with wide band O2 sensors. I do not see how any system can claim auto tuning without them? Another point in their favor is that they acknowledge sensor accuracy deterioration over time may occur, so they provide an accuracy test protocol. The PCV does not affect low idle running, but, if that is a problem they include O2 sensor (narrow band) optimizers. I did not need them on my bike.

Not knocking RapidBike because I have no first hand knowledge (nfhk) of them , just sharing what I have heard. YMMV

I don't do much, but it takes me a long time.
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post #5 of 397 (permalink) Old 06-22-2017, 01:50 PM Thread Starter
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@oldndumb
If possible would you mind expanding on the different mapping per cylinder on the testastretta engine. My importer claims to know the ducati's very well but I am not complacent by nature and would want a little knowledge of the ducati mapping. Any pointers??
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post #6 of 397 (permalink) Old 06-22-2017, 02:00 PM Thread Starter
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Thanks to @Motomillion for the heads up on the rapidbike evo, here's the rapid race bolt on
Rapidbike Racing | DIMSPORT - ENGINE CALIBRATION SPECIALISTS
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post #7 of 397 (permalink) Old 06-24-2017, 07:14 AM
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@oldndumb
If possible would you mind expanding on the different mapping per cylinder on the testastretta engine. My importer claims to know the ducati's very well but I am not complacent by nature and would want a little knowledge of the ducati mapping. Any pointers??
Wish I could but am not smart enough. What I can offer is my observations of the PCV control panel while running it on my 1100evo. A 13.2 AFR was recommended as a starting point. Once entered in all map fields, I then observed the injector data from both cylinders. The injectors were operating differently. This meant that to maintain the selected AFR the injectors pulse commands were different. Also, using the AutoTune, the trim tables were always different for each cylinder after a ride.

Been a few years since I kept up with this thread so do not know if you will find it relevant to your question. There are some very knowledgeable posters in it to whom you might consider sending a PM.

OFFICIAL: Closed Loop ECU mods

I don't do much, but it takes me a long time.
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post #8 of 397 (permalink) Old 06-24-2017, 10:10 AM
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@amoslws let me know how this goes. Would a lean condition make the bike run hotter? Just a thought.....

2017 Supersport S
QD Exhaust
RapidBike EVO
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post #9 of 397 (permalink) Old 06-24-2017, 11:53 AM Thread Starter
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@amoslws let me know how this goes. Would a lean condition make the bike run hotter? Just a thought.....
Yes it will.
Contacted the service centre today to hear if the warranty will be void if I install the rapid bike ecu, sadly the manager said Ducati Italy will void the warranty. He also mentioned that the engine will be healthier and likely last longer with the rapid bike but because of Ducati Italy's commitment to Euro 4 emissions regulations, they have to be seen to be transparent and uphold the regulation. My point was that I would not be changing the advanced timing anyway so what could go wrong when all the rapid bike ecu 'WILL' be doing is dynamically and digitally amending the AFR to create a smoother ride. The warranty issue has not changed my mind, no ways I am riding the bike like this. My eye balls rattle in their sockets at 8000rpm, can see sh!t. Euro 4 causes issues for me at my altitude so I am going ahead and changing it.

Edit: My local importer wrote the base maps for the agusta model and handed them over to the Rapid bike manufacturer because those bikes could not run at high altitude. I am sure I can trust them not to mess up my SS.

Last edited by amoslws; 06-24-2017 at 11:56 AM.
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post #10 of 397 (permalink) Old 06-24-2017, 11:57 AM
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Quote:
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What I want to do is take the power from the high range and transfer it to the lower and medium range where I will be using the bike a lot. Using this rapid electronics kit I expect to achieve that.
I'll be watching with some curiosity what you are able to achieve. You might consider a cam change, and/or some adjustable cam timing gears. The valve overlap is pretty narrow on these motors, hence the moniker - Testastretta 11°. The narrow overlap angle increases low-mid range torque (and subsequently, HP) at the cost of top end performance. I think the inherent limitations of the engine design is going to hold you back and you're going to run out of additional power with the electronics pretty quickly. Hopefully you prove me wrong.


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Originally Posted by oldndumb View Post
Wish I could but am not smart enough. What I can offer is my observations of the PCV control panel while running it on my 1100evo. A 13.2 AFR was recommended as a starting point. Once entered in all map fields, I then observed the injector data from both cylinders. The injectors were operating differently. This meant that to maintain the selected AFR the injectors pulse commands were different. Also, using the AutoTune, the trim tables were always different for each cylinder after a ride.
Correct me if I'm wrong, but on the air cooled bikes the rear cylinder ran a bit hotter than the front due to restricted airflow, even on the unfaired Monsters, Hypers and Supersport CR's. It's pretty common to set belt tension looser on the rear as there was some anecdotal evidence that the extra heat was increasing belt tension and people were seeing more belt wear on the rear than the front. Airflow isn't a limiter on a water cooled bike, and I admit to this being my first water cooled Ducati, but I was looking at the cooling circuit and it seems that cooling is done serially, not in parallel, so the water goes from the pump > radiator > front cylinder > rear cylinder > pump. Is Ducati keeping the rear cylinder warmer because it's what they've always known how to manage all along?

It's common for the plugs to look different front/rear on the air cooled carb'd bikes for this reason, and I suspect this extra heat is also what's being auto-tuned for.

1994 900 SS/CR
2017 939 SuperSport S

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