900 FE Modifications: Pistal Racing 944cc high compression pistons and BCM Motorsports mild head porting BCM Motorsports machined/lightened OEM flywheel Nichols Manufacturing flywheel retaining lock nuts Nichols Manufacturing billet aluminum crankcase breather Dynatek ignition coils and Magnecor KV-85 ignition wires from CA-Cycleworks NGK DPR8EA-9 spark plugs ARC Fabrication custom spaghetti system with Termignoni exhaust canisters Keihin 41mm FCR racked carburetors BMC air filter and vented airbox Peter Vetterolf Maschinenbau (PVM) 10Y-spoke forged aluminum rims Ohlins Racing Type 46 PRCL (Du235) adjustable shock Race Tech straight-rate fork springs and gold valves Daido Kogyo (DID) 520 ERV2 X-ring chain AFAM 39-tooth steel rear sprocket Yoyodyne billet aluminum clutch slave cylinder Fren Tubo stainless steel clutch line and front/rear brake lines Ducati red fuel tank and pre-1997 900SS bodywork Pro Italia "Flying-D" aluminum clutch cover, with vents by Alex Ortner European Cycle Specialties vented carbon fiber belt covers Constructors Racing Group (CRG) hindsight LS bar-end mirrors Jastek Engineering Powerlet/BMW-type electrical socket kit Signal Dynamics LED brakelight bar Venco Wings/Digitalmeter LED digital voltmeter FAST By Ferracci (FBF) kickstand bolt Progrip superbike gel grips
		"As Needed" Mods: Xenon Depot 4300K High Intensity Discharge (HID) H4 headlight kit Garmin GPSmap 276C Gadgetguy GPS universal bracket kit II/base plate II Touratech MvG GPS mount Ortlieb 47L waterproof saddlebags Sargent worldsport/griptex replacement seat Airhawk comfort seating system
		Dynometer Results:
		Below are some dyno results.  The RED trace shows SAE power (73.3 hp) and torque (60.0 ft-lbs) figures for the 900SS/FE with the OEM Mikuni carburetors, a dynojet kit, vented airbox, slip-on exhausts, and a BCM machined/lightened fylwheel (DIN power and torque numbers are usually a little higher than SAE numbers).  Everything else is stock and the cams are not dialed in yet.  This is fairly good for a carbureted 904cc 2V Ducati, which often give dyno figures in the 70 hp range and in the 58 ft-lbs torque range.  Just as a comparison, the fuel injected 904cc 2V Ducati's from 1998 onward have figures with higher peak horsepower (about 5-8 hp more) at a higher RPM but with a bit lower peak torque figures (about 2-5 ft-lbs less) - still some good incremental improvement!  This trace also shows that there is no need to rev beyond the midrange hit past 7,000 RPM due to diminishing returns. The BLUE trace shows SAE power (82.1 hp) and torque (68.5 ft-lbs) for the same bike but with a Pistal Racing 944cc high compression kit, some mild head porting by BCM, and a retard in timing.  The results are fairly smooth and very good (an increase of 8.8 hp peak and an increase of 8.5 ft-lbs of torque peak) across the entire rev range and can definitely be felt on the butt-dyno.  For a 4.5% increase in displacement, that's some great work.  Kudos to the folks at BCM! Next up on the dyno, Keihin FCR's and a custom spaghetti system!

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