I purchased a Corse Dynamics velocity stack kit for my EVO SP and thought I would share my experience installing it as well as a review of the differences in performance.
The Corse Dynamics kit is a complete kit. One of the things that sold me about it was the bracket that holds the rear coil and has provisions for both the crankcase breather and idle air filter. To me it is a nice all in one unit that allows for a clean setup underneath the seat. Brackets that hold the front coil to the frame were included as well.
My intentions for installing the stacks were to allow the bike to breath as well as it could in order to accompany the full exhaust and let's be honest, there's really nothing sexy about a bulky airbox on something like this. I wasn't planning on doing this for a while but the kit was on sale and due to the off season, I thought it would be a great little winter project. The longest part was waiting for parts to arrive thanks to drop shipping and places that indicated they had the parts in stock, ready to ship, but really didn't... but I won't go into that here.
This thread here, among others, was especially helpful and a real confidence booster for me before I set out to take the bike apart which I will admit was a bit nerve racking at first because I had never torn a Ducati apart. There were however a couple of very small variations that differed from what the general instructions were but not a big deal and it may be related to it being an EVO, I'm guessing, and has some very slight differences here and there.
1. Instead of having both nipples on the bottom of the air box that simply pulled out of the frame, mine had a screw on the bottom of one that would've been very inconvenient if it had stripped.
2. The idle air breather tube is the same size as the large crankcase breather hose on mine. From what I've seen in all the photos, the idle air tube is smaller, hence the reason for the miniature filter that comes with the kits. Because of this, I had to run an adapter in order to still retain the use of the small filter the bracket is designed for. Again, I'm guessing these minor differences are due to it being an EVO motor and most of the threads and installation info here are in regards to pre 2010 bikes. On a side note, I did not cut either of the hoses and left everything the same length.
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Overall, I was impressed with the quality of the all the parts and would recommend the kit 100%. The components are not an embarrassment or understatement to the rest of the bike but I did make a little change and that was to the pod filters. To be frank, I have never really been a fan of K&N filters and it's just a personal preference thing about them. I decided to research what options there were out there for a foam clamp on pod style filter of the same nature and Uni had such thing, only the flange was a bit bigger along with the outside diameter. They had no problem clamping down on the stacks however to make a tight seal. I did not think the left side inner filter was going to fit at first but with some patience, it slipped in and both sit next to each other with no clearance issues from the tank.
![Image]()
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My buddy who insisted that he be apart of the project.
It took me by surprise after the install when I first I hit the starter button as it immediately fired right on the first stroke. It has never started anywhere near that quickly before, especially when it was cold. At an idle, I could not tell a difference in sound unless I put my ear down near the filters where I could hear a bit of induction. Merely throttling it up did not yield any differences in sound either that I could detect vs. the former open Termi cover. Before we set out on that first test ride report, you're probably asking the question of what kind of tuning/map that I'm running by now, and for good reason. It's a DP ECU with PC-V and Autotuner accessory. While the Autotuner is designed for making adjustments to an existing map and not to be thought of as a substitute to a dyno tune to correct for huge changes such as this, it is keeping the A/F ratios within a safe limit. I did make some minor adjustments to the map for each cylinder, but did not want to make anything too drastic without a dyno. I spoke with my local dyno tuner about arrangements to have him go through it. Now that we've gotten that out of the way, let's get down to it. To say the power took me by surprise the first time would be a complete understatement.
The first thing that I noticed which was more apparent than anything else was the amount of throttle it took to do the same amount of work than it did before. It is completely different. To be totally honest, there was really nowhere that I could get past a quarter of a throttle unless I was asking to go to jail. Seriously. The best way for me to describe it would be like having a quick throttle when it had the airbox vs. now when you roll into near a quarter of a throttle and it feels as though you have the complete full power of the bike unlike before when it took more motion of the throttle to apply that same power. The sensation is like getting transported through time and you had better brace yourself well and have a good grip. Don't get me wrong into thinking that the power is now uncontrollable as it could easily be mistaken for it, no, it is just that the bike makes power with much MUCH less throttle input. I cannot overstate this enough because this to me is most definitely the biggest difference by far. The other very noticeable difference that is second on the list is the lineation of the power curve, which is somewhat related to what I just described. Before with airbox, it felt as though the bike made its power in stages. Picture a staggered power curve on a dyno graph (the airbox setup) vs. a linear curve (the pods) and how the difference of both would feel while riding. Basically the bike feels like it makes the same power everywhere. Back to the sound. From most of the reviews that I've read, I was really expecting the bike to be quite a bit louder with the pods. This was not the case. In the low to mid rpm ranges, I found it hard to detect a difference in fact. It is not until you get it into the upper rpm's and it all of sudden changes from the sound of a Hypermotard into the music of a world class super bike. It is one of those sounds that makes you want to almost cry with joy and I couldn't help but picture myself watching the WSB races on TV. It is unreal and one of those things that must be experienced in order to be appreciated and understood.
All in all I am blown away. Literally. I cannot believe how quickly and fierce this animal is. It is how a Hypermotard should be, but I could not see a stock bike being sold the way that it rides now without an alternative. Unless I want to go to jail, there is no really no way that I could ride it with a heavy wrist on the street. I haven't ridden it in a couple of months due to awful winter weather, but this last ride really made me realize how much this bike is about the experience more than anything. In all of eternity I could not ride it every day because for me, this experience is all about special occasions.
![Image]()
The Corse Dynamics kit is a complete kit. One of the things that sold me about it was the bracket that holds the rear coil and has provisions for both the crankcase breather and idle air filter. To me it is a nice all in one unit that allows for a clean setup underneath the seat. Brackets that hold the front coil to the frame were included as well.
My intentions for installing the stacks were to allow the bike to breath as well as it could in order to accompany the full exhaust and let's be honest, there's really nothing sexy about a bulky airbox on something like this. I wasn't planning on doing this for a while but the kit was on sale and due to the off season, I thought it would be a great little winter project. The longest part was waiting for parts to arrive thanks to drop shipping and places that indicated they had the parts in stock, ready to ship, but really didn't... but I won't go into that here.
This thread here, among others, was especially helpful and a real confidence booster for me before I set out to take the bike apart which I will admit was a bit nerve racking at first because I had never torn a Ducati apart. There were however a couple of very small variations that differed from what the general instructions were but not a big deal and it may be related to it being an EVO, I'm guessing, and has some very slight differences here and there.
1. Instead of having both nipples on the bottom of the air box that simply pulled out of the frame, mine had a screw on the bottom of one that would've been very inconvenient if it had stripped.
2. The idle air breather tube is the same size as the large crankcase breather hose on mine. From what I've seen in all the photos, the idle air tube is smaller, hence the reason for the miniature filter that comes with the kits. Because of this, I had to run an adapter in order to still retain the use of the small filter the bracket is designed for. Again, I'm guessing these minor differences are due to it being an EVO motor and most of the threads and installation info here are in regards to pre 2010 bikes. On a side note, I did not cut either of the hoses and left everything the same length.
Overall, I was impressed with the quality of the all the parts and would recommend the kit 100%. The components are not an embarrassment or understatement to the rest of the bike but I did make a little change and that was to the pod filters. To be frank, I have never really been a fan of K&N filters and it's just a personal preference thing about them. I decided to research what options there were out there for a foam clamp on pod style filter of the same nature and Uni had such thing, only the flange was a bit bigger along with the outside diameter. They had no problem clamping down on the stacks however to make a tight seal. I did not think the left side inner filter was going to fit at first but with some patience, it slipped in and both sit next to each other with no clearance issues from the tank.
My buddy who insisted that he be apart of the project.
It took me by surprise after the install when I first I hit the starter button as it immediately fired right on the first stroke. It has never started anywhere near that quickly before, especially when it was cold. At an idle, I could not tell a difference in sound unless I put my ear down near the filters where I could hear a bit of induction. Merely throttling it up did not yield any differences in sound either that I could detect vs. the former open Termi cover. Before we set out on that first test ride report, you're probably asking the question of what kind of tuning/map that I'm running by now, and for good reason. It's a DP ECU with PC-V and Autotuner accessory. While the Autotuner is designed for making adjustments to an existing map and not to be thought of as a substitute to a dyno tune to correct for huge changes such as this, it is keeping the A/F ratios within a safe limit. I did make some minor adjustments to the map for each cylinder, but did not want to make anything too drastic without a dyno. I spoke with my local dyno tuner about arrangements to have him go through it. Now that we've gotten that out of the way, let's get down to it. To say the power took me by surprise the first time would be a complete understatement.
The first thing that I noticed which was more apparent than anything else was the amount of throttle it took to do the same amount of work than it did before. It is completely different. To be totally honest, there was really nowhere that I could get past a quarter of a throttle unless I was asking to go to jail. Seriously. The best way for me to describe it would be like having a quick throttle when it had the airbox vs. now when you roll into near a quarter of a throttle and it feels as though you have the complete full power of the bike unlike before when it took more motion of the throttle to apply that same power. The sensation is like getting transported through time and you had better brace yourself well and have a good grip. Don't get me wrong into thinking that the power is now uncontrollable as it could easily be mistaken for it, no, it is just that the bike makes power with much MUCH less throttle input. I cannot overstate this enough because this to me is most definitely the biggest difference by far. The other very noticeable difference that is second on the list is the lineation of the power curve, which is somewhat related to what I just described. Before with airbox, it felt as though the bike made its power in stages. Picture a staggered power curve on a dyno graph (the airbox setup) vs. a linear curve (the pods) and how the difference of both would feel while riding. Basically the bike feels like it makes the same power everywhere. Back to the sound. From most of the reviews that I've read, I was really expecting the bike to be quite a bit louder with the pods. This was not the case. In the low to mid rpm ranges, I found it hard to detect a difference in fact. It is not until you get it into the upper rpm's and it all of sudden changes from the sound of a Hypermotard into the music of a world class super bike. It is one of those sounds that makes you want to almost cry with joy and I couldn't help but picture myself watching the WSB races on TV. It is unreal and one of those things that must be experienced in order to be appreciated and understood.
All in all I am blown away. Literally. I cannot believe how quickly and fierce this animal is. It is how a Hypermotard should be, but I could not see a stock bike being sold the way that it rides now without an alternative. Unless I want to go to jail, there is no really no way that I could ride it with a heavy wrist on the street. I haven't ridden it in a couple of months due to awful winter weather, but this last ride really made me realize how much this bike is about the experience more than anything. In all of eternity I could not ride it every day because for me, this experience is all about special occasions.
