Has anyone else noticed their scrambler having a lower redline in first and second than third and above? On my 2017 Desert Sled the fuel cutoff hits just above 8K on the tach in first and second, but closer to 9K in third and above. Also, I only get flashing red on the rev limiter, never solid red. I find this engine already has a ridiculously low rev limit, and being even lower in first & second means I hit it all the bloody time!
Lower Redline in First and Second Gears
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zukduc
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Seems more likely that you did. All that power you're content not using. Maybe a Vespa 300 is more your speed?
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"V Twins do not rev like an inline 4."
And when riding with in line 4s I really have to cane it to stay in touch (can't keep up). I also find that I'm really uncomfortable over 90 MPH, buffeting galore and wobbly front end (probably knobbly tyres). Wide handlebars don't help either. Not the best bike for speed IMO.
And when riding with in line 4s I really have to cane it to stay in touch (can't keep up). I also find that I'm really uncomfortable over 90 MPH, buffeting galore and wobbly front end (probably knobbly tyres). Wide handlebars don't help either. Not the best bike for speed IMO.
Ouch...
I'm with Max. It's got an ECU so they can do stuff like this...I think reasons why are clear in earlier responses. My S3 changes rev limits on coolant temp and I believe gear selection as well...not that I have ever needed to hit the limiter so only based on anecdotal evidence.
All done I assume to promote engine life and decrease warranty claims.
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Firstly. The rev limiter is there to protect the engine from damage through over revving. It is not there as a rider requirement. I can assure you from many years experience that the closer half-ring retainers don't like sustained high revs. They develop notches where they contact the closer and valve grooves. This leads to increased clearances which makes the problem worse. Often just replacing the half-rings will bring the clearances back into spec. Once the clearances get bigger and they get a lot of hammering the half-rings can break. When adjusting clearances, on some engines I have removed half-rings in 2 or 3 pieces!
Secondly. The 2V Ducati engine has a relatively wide power band with max power of 73bhp @ 8250 rpm (quoted) and max torque of 67Nm @ 5750 (quoted)
If you take the engine to maximum power at 8250 rpm in every gear, let alone the rev limiter of 9,200 rpm then;
Changing from 1st to second puts the engine at 5580 rpm - just above max torque.
But changing up to 3rd puts the engine at 6600rpm in 4th
changing up 4th puts engine at 6994 rpm in 5th
and changing up to 6th puts the engine at 7615 rpm.
In each case the revs are well above maximum torque and acceleration through the gears will be reduced from what it would be if changes were made earlier in the rev range so that maximum torque was achieved at each upward shift.
Ducati engines thrive on "short shifting"
I don't disagree but not really an indictment of bumping the rev limiter itself. Same problem riding around at 8k RPM as well.
However, the concern about the bike having the correct limit and the ideal shift points are two different discussions. The maximum acceleration for 1st, 2nd, and 3rd have been compromised with an ECU set to a lower limit. There's no point in anyone trying to justify why Ducati did it, and it may be due to engine life and warranty concerns as pfmtrumpt noted, but that's beside the point. The motor is spec'd for 9200 and clearly noted as such in the manual. Anything less than that after break in is a defect and the decision to use the upper range and accepting any associated wear is one the customer should make; not the dealer or people who choose to ride their bikes differently.
The power should be there when people want or need it.
I question the case for wear you noted above. It isn't really going to be a factor on the street or Ducati would not have spec'd it that way. If you track your bike, check it more often.
It's not clear at all. The manual plainly states 9200 RPM with the warning light coming on at 8900. The OP brought up a point I want to check. If the warning light isn't coming on before the limit, it's another indication that the limit was simply set lower.
My car changes shift points as well and it's all clearly stated in the manual.
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Does it really matter so much to you? Revving to the limier is a pointless pursuit with nothing to be gained from it no matter which the gear.
You have not demonstrated that there's nothing to be gained.
- Acceleration at max eng T in 2nd is still slower than acc. in 1st between 8200 and 9200 RPM, so, yes, it matters.
- It's nearly 1000 RPM of usable band which means a number of things not the least of which is much stronger acceleration to the expected top speed in 1st, 2nd and 3rd gear.
- It also means that you have more freedom in a given gear before a gear change is necessary.
- It also means the machine is operating the way it's described to the buyer.
Why does it matter so much to you and all the other critics that we actually forego a full understanding of the behavior of the motorcycle in technical terms? It's astonishing that so many people would prefer to blindly accept their sub-spec performance. Rather than question why their motorcycle has been detuned, for some inexplicable reason, they prefer to make excuses about why it's ok and why others should accept that performance as well.
I'm sorry but your statement about performance is ridiculous and backwards, just like suggesting to buy another bike . Why does it matters so much to _you_ that I question why the bike doesn't meet spec? Why are you and others so intent on explaining why _I_ should accept what you accept? Even attempts to suggest there's no performance benefit have all fallen flat. If people can neither explain why this condition exists nor how to address it then why comment at all?
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My god people, it was a simple question about if anyone else has a graduated redline on their bikes. Seriously, the 20 responses about "dont take it to the rev limit" are beyond useless, I don't care if you don't like how I ride my motorcycle that I paid for. It was a simple question and all I get is people spouting off about how I'm doing it wrong.
Please just delete or lock this thread
Please just delete or lock this thread
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Welcome on the internet
From what I've gathered online since you first posted, it's not graduated, per se. It is set lower for the break in period and is supposed to be set to 9200 by the dealer after break is complete but apparently it's rarely done and most don't even know to ask.
Eventually, I'll wind up at the dealer and check myself, but the manual mentioned nothing about a graduated limit. The warning is supposed to come on at 8900 and the limit cuts in at 9200. FWIW, there's also a broad misconception across the forums about a 12,000 RPM red line which is people misreading the manual where it describes the tach flashing at redline and not a picture of redline itself.
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Even this is just a rumor. I've never seen proof of this (yet).
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Very interesting. I will be checking it out as my first annual service is due. I will first ask my dealer if they set the limit to 9200 at the 621. 3712 mile service.
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Just to followup on this. According to my dealer, who has apparently talked to Ducati, and yes the redline is different in 1st and 2nd gears. First is the lowest, 2nd is a bit higher and 3rd-6th are as stated in the manual. So there you go.
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OMG, please please tell me we're not going to go through this again!
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