99X – Comparison of 996, 998 and 999 Dyno Charts

This report is put together using dyno charts for std 996, 998 and 999 Strada models, and 996SPS and 998S with Termis and FIM chip/DP ECU. Just to show the differences (or rather lack of) between the curves. As yet I haven’t ridden a 999. We do have a shop demo, but I’m not presently allowed to ride (Jan ‘03) due to the leg operation. Engine wise it should have much the same ‘feel’ as a 998.

The chart below gives a comparison in number terms. The only difference between the 998 and 999 engines, as I can make out, is the exhaust system design – with its different length/diameter headers –due to the chassis design pretty much. This will have its greatest effect in fuel/ignition mapping, probably requiring much greater variation between cylinders than before. Given the Weber Marelli EFI systems have been sequential – effectively a map for each cylinder - from the P8 ECU (888SP5) onwards (progression being P7, P8, 1.6M, 1.5M, 5.9M – the current one), this is no big deal. Apart from that, they are the same. This table is for Strada models, the SPS/S comparison is done in the 998S report.

In real terms, the bore/stroke differences don’t mean anything. The engine is the basis for a race engine, and racing class needs really demanded an update of the original engine design around ’00 – after 12 years of the old design. The shorter stroke means lower piston speeds, which allows greater reliability and/or higher rev limits. In the Ducati 4V engine series, it also generally means a smoother road bike engine. As the Testastretta engine seems to be in use. The 63.5mm stroke is 0.5mm shorter than the 851/888 models, and 2mm longer than the 748. The power and torque curves still share the same overall shape, which is a bit unusual given there is two distinct exhaust system designs, the Testastretta engine bikes have shorter inlet tracts with bigger throttles and the 996 has smaller valves with longer duration cams. The main advantage of the 998/999 is the way the torque curves holds at higher RPM, which is evidenced more clearly between the higher performance models of the 996 and 998 ranges – the 996SPS and 998S.

I have been told the 998 range responds very well to larger exhausts, whereas I saw the 996 range lose power going to bigger systems. Given the larger valves and shorter duration cams, this isn’t unexpected. As they are trying to move more air in and out of the cylinder in a shorter time, a bigger throttle body and exhaust pipe are needed to handle the higher peak flow. Even though, in average terms, the overall airflow will be the pretty much the same.

So, to the curves. First up is power, then torque.

The next graph compares std 996 and 998 Strada models to 996SPS, 998S and a 996 Strada with some Termis, a FIM chip and reset cam timing. Both the 996SPS and 998S have Termi mufflers and FIM chip/DP ECU as appropriate. This shows the improvement the hotter engine for each gives over the cooking model – simply being power at the top end of the rev range. The 998S is very impressive, and has top end power not seen in an "out of the box" Ducati before. This top end rush is also apparent on the 998 Strada, you just have to get used to revving it a bit harder than the 996 to find it. Personally, I still find the 996 engine a very nice piece, especially the SPS, which has a real urgency to the way it delivers its power. Pity we only got things like the single injector chip for the Strada, etc sorted as the engine was being replaced. The graph also shows very well that if you’re not revving it over 8,000 RPM, you might as well go the 996 Strada. Add a lightweight flywheel and some shorter gearing to the 996 shown as the purple curve and you’ve got a seriously quick bike for a twisty road. Still plenty of life left in that old dog.

So there you have it. A comparison of the old and new. Some different characteristics, and some more power for the S models. The power and torque curves don’t show how different the engines feel in use, which is what struck me the first time I rode the new Testastretta engined bikes. I’m not surprised the curves are pretty much the same, as the 998 models never felt faster than the 996 to me. Although, feel can be very deceptive. I’m not aware of anyone who has gone from 996 to 998, the only customer of ours I know of who did went from Strada to S, negating any real comparison. His early opinion that the S wasn’t that much quicker rang true with me, but that all changed after we did the cam timing on his 998S. Now it pulls hard all the way to the top.

Given the 996 is now two models old, there is some really good buying to be had on the secondhand market. And certainly no end of aftermarket bits to accessorize yourself to death

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