Sounds more like he has one year of experience repeated fifty times over..... He's riding this thing around at 2000RPM! I tried to explain to him but he laughed and said something about his superior fuel mileage... This guys has owned bikes his entire life and has 50+ years of experience.
This was pointed out to me very early on in my HD ownership years. It's particularly relevant to their crankpin arrangement - both rods sharing the same bearing point on the crankshaft. I then started observing all the people that deliberately lowered their idles to get that slow thumping sound - sounds great, but inside my head always sounded like a crankshaft and bearings being tortured!Even Harley’s have this rpm range, and shouldn’t be lugged.
My stepdad spent piles of money on his FXRT to get more power. Jerry Branch welded up and machined heads, Supertrapp exhausts full system, aftermarket carb, cams, the lot. And even after doing all of that, he still couldn't keep up with my stone stock FXRS. I tried to tell him many times that the problem was how he short shifted the livin' hell out of his engine. He would ride it in far too low rpm ranges. All of that money was wasted on his 1950s riding style.Even Harley’s have this rpm range, and shouldn’t be lugged.
Good to know on the vibes with the lighter FW. Did you have to machine a spacer for the rotor with the 1098 unit? I'm planning to run the monster 1200 FW as its 4.9lb vs the MTS's 9.6lb but the monster flywheel is ~0.4 inches skinnier so will have to space the rotor off the flywheel. As i'm typing this, i wonder if i couldn't space the stator off the case...Some Diavels have the same issue, there is lots of conjecture about why it happens, what's interesting though is when they went to the Gen2 the flywheel was a little lighter and the crank was a little more substantial.
I took that as a suggestion that maybe i should take the std flywheel off mine so i bought a std 1098 flywheel and put that on in it's place, the std Diavel flywheel weighs nearly 4kg! the std 1098 one weights just a shade over 2.
I know why they instal such a heavy flywheel but really, the 1098 one hasn't made much difference in how it rides, i'm happy i have changed it, will it save my crank? i don't know, but not all of them break, at least i've done what i can....
Lugging the engine is a possibility, also when the cases are assembled they measure crank deflection and there have been plenty of threads on bearing failures etc from too tight an engine, i wonder if not warming them properly could contribute too?
Power from 4000K plus is bottom end torque for a DucatiThe first Ducati I test drove was an ST3... and thinking it was a V-twin... well... L-twin... it was supposed to have bottom-end torque, right? I'm riding this thing and it's just falling on itself... and really had me scratching my head.
Fast forward to 2016, when I bought my 796... same-same. I figured out real quickly that I had to keep it above 4000rpm to even keep it running... which was OK, but not something I was used to. Slip-ons helped the low-end response, and regearing really helped rideability... but 4000+ is really it's happy place, and I know that now.... and that's where it stays.