The Factory class will continue to programme their own bespoke software, while Open riders must run standard Dorna software, being developed by a separate team at Magneti Marelli. However Ducati will face a disadvantage if the hard Factory option, out of reach to the Open class, is superior over a grand prix distance. The softer tyre is sure to be an advantage in qualifying and - since the harder Open tyre is usually the same as the softer Factory tyre - there will be no difference at circuits where that option performs best in the race. The only technical modification to change from Factory to Open is use of the standard ECU software, which then allows advantages in areas such as race fuel, engine changes, engine development and testing. Ducati, without a victory sincehas joined the Open category to avoid increasing restrictions on bike development, leaving a disgruntled Honda and Yamaha in the Factory class.
Ducati Ecu Tuning Software software#
While Factory software serves the specific needs of each manufacturer, Open is being shared by six different types of machine. Ducati ECU Mapping what ECU remapping and modification is all about Instead the requested features of the Factory Ducati software would need to be woven into the existing Open software. The short answer appears to be yes - providing Ducati are willing to share their software secrets and show that any changes will benefit all Open class riders.īut it would not simply be a case of 'drag and drop'. If Ducati can transfer their Factory MotoGP software to the standard Open system it would remove one of the few disadvantages of joining the new category.
Ducati Ecu Tuning Software code#
The moral of the story? Generic ECUs, of whatever persuasion, are usually a one size fits nobody solution.In that scenario what Ducati should do is tell us the logic of their strategy and, if we think it is better, we will write the code so everyone has it". The owner rode it while here and went away happy. It also had a huge hole at 4,000rpm, with way too much fuel, so we sorted that too. The customer who owned this bike was also complaining about a snatchy throttle off the bottom – which is an 1198 trait – so after plugging into the ECU we dialled that out by taking some ignition out of the bottom end, making the power delivery much smoother. And turning the lambda off makes any problems more pronounced, and it’s vital that TPS (Throttle Position Sensor) is reset. Remember, in any one model year you may get three updates to the ECU how do you know what you’re plugging into? If you’ve got an early bike, and a later DP ECU, it’s a mess. It’s a generic map that will work well with the engine it was developed on – and maybe one in ten – but most likely not most. The lambda is switched off in the DP ECU, but it’s then a lucky dip whether the fuelling table supplied in the ECU will work with your engine. The bike was also wearing the DP race ECU, that came with the cans, but in all honesty the map loaded in was nowhere near compatible with this particular engine. This Duke 1198 was ridden here for an ECU remap in typical summer weather – it was slinging it down! The owner had fitted Ducati Performance Termignoni open cans, but felt that the bike wasn’t running as well as it did with the original cans and map.
0 kommentar(er)
