Post by Iconic944ss on Sept 4, 2017 3:22:01 GMT
Original thread in German here:
www.jako-motorsport.de/Motorr%C3%A4der/Ducati900SSClubracer.aspx
Please Thank Google for the Translation
Andreas has two 900 SS, one is moved on the road, shown here only on the race track.
It turned out, unfortunately, that the race SS had less power than the road variant, which of course could not remain so. Therefore, first SIL silencers were installed, redundant components dismantled. The installation of two Dellorto carburettors was followed by short, rotatable intake manifolds. For the horizontal cylinder, the carburettor was converted to "falling current operation". Suction is made by two large K & N filters. The air filter box was thus completely omitted. The battery is now located behind the control head. A clocking gasoline pump moved under the seat with a filter. the serial pump installed in the tank could be removed. So the whole thing was beautifully clear and very accessible. Further, two 900 SShe camshafts were implanted, but the engine remained unaffected otherwise. The performance increased with these measures to about 84 DIN PS (performance diagram 216, red curve), ran well and reliably during training trips in 2006.
The good experiences, however, made appetite for more, especially since 84 hp is not exactly for top times with the two-truckers.
In the winter of 06/07, the engine should receive significantly more torque. Half things were not announced so far, so the engine is not.
The essential components are quickly listed:
1. Piston / cylinder of Omega D 96 mm = 984 ccm
2. Changed valve sizes
3. Carillo conrod with piston pin lubrication
4. Adjustable digital ignition system
5. Double ignition
6. Elbows in D 45 mm
7. Increased oil cooler
In the layout of the cylinder heads, the increase in torque and improvement in thermodynamics was the main focus, as was also the case with the new heads of the 1000s V2 Ducati. For this reason, the SIL manifold system was also modified.
After the new pistons were retracted, the test bench was followed by the determination of the appropriate ignition values, carburetor spraying, etc. The output power of 97.4 hp and 99.3 Nm was already very promising. With a max. The test rig rated 101 hp and 102.4 Nm (diagram 337, blue curve), the ignition angle of 26 degrees, the matching main nozzles and the mounted K & N filters.
With then mounted open intake hoppers of own production then the provisional best mark: 104.7 hp at 7.815 1 / min. and 105.7 Nm at 5.833 1 / min. (Output at the clutch / transmission output, diagram 342, green curve). As can be seen from the diagram, at 4,500 l / min. are already 100 Nm and are up to 7,000 rpm. at least.
Whether this performance is also achievable with increased K & N filters or the change in the valve control times still release power is unclear to date. Andreas tries the thing out on the race track.
www.jako-motorsport.de/Motorr%C3%A4der/Ducati900SSClubracer.aspx
Please Thank Google for the Translation
Andreas has two 900 SS, one is moved on the road, shown here only on the race track.
It turned out, unfortunately, that the race SS had less power than the road variant, which of course could not remain so. Therefore, first SIL silencers were installed, redundant components dismantled. The installation of two Dellorto carburettors was followed by short, rotatable intake manifolds. For the horizontal cylinder, the carburettor was converted to "falling current operation". Suction is made by two large K & N filters. The air filter box was thus completely omitted. The battery is now located behind the control head. A clocking gasoline pump moved under the seat with a filter. the serial pump installed in the tank could be removed. So the whole thing was beautifully clear and very accessible. Further, two 900 SShe camshafts were implanted, but the engine remained unaffected otherwise. The performance increased with these measures to about 84 DIN PS (performance diagram 216, red curve), ran well and reliably during training trips in 2006.
The good experiences, however, made appetite for more, especially since 84 hp is not exactly for top times with the two-truckers.
In the winter of 06/07, the engine should receive significantly more torque. Half things were not announced so far, so the engine is not.
The essential components are quickly listed:
1. Piston / cylinder of Omega D 96 mm = 984 ccm
2. Changed valve sizes
3. Carillo conrod with piston pin lubrication
4. Adjustable digital ignition system
5. Double ignition
6. Elbows in D 45 mm
7. Increased oil cooler
In the layout of the cylinder heads, the increase in torque and improvement in thermodynamics was the main focus, as was also the case with the new heads of the 1000s V2 Ducati. For this reason, the SIL manifold system was also modified.
After the new pistons were retracted, the test bench was followed by the determination of the appropriate ignition values, carburetor spraying, etc. The output power of 97.4 hp and 99.3 Nm was already very promising. With a max. The test rig rated 101 hp and 102.4 Nm (diagram 337, blue curve), the ignition angle of 26 degrees, the matching main nozzles and the mounted K & N filters.
With then mounted open intake hoppers of own production then the provisional best mark: 104.7 hp at 7.815 1 / min. and 105.7 Nm at 5.833 1 / min. (Output at the clutch / transmission output, diagram 342, green curve). As can be seen from the diagram, at 4,500 l / min. are already 100 Nm and are up to 7,000 rpm. at least.
Whether this performance is also achievable with increased K & N filters or the change in the valve control times still release power is unclear to date. Andreas tries the thing out on the race track.