ducatipaso.org

Yup, a few ponies more if you get it correct
BTW these days engines are getting closer to 14.7:1 better fuels,engine controls and materials

Something to think about.

Most people put the pipes on and don't change the "jetting"(changing jet sizes is for carburators), in this case the EFI does this adjusting. That means you would have to change the chip in the ECU to adjust the fuel/air mixture to the proper settings. So I would disconnect the battery, take the ECU out (it's under the seat) remove the four screws at the corners and look at the main chip. If it's the stock chip then no worries. If it has been changed to a Euro chip or some other aftermarket chip, then you would want to get the stock chip to put back in the ECU. Check on this site or post a note about what the stock chip has written on it and what a Eruo chip has written on it, I don't remember at this time.
du907

If it's the stock chip then no worries. If it has been changed to a Euro chip or some other aftermarket chip, then you would want to get the stock chip to put back in the ECU.

????

US chips is usually leaner than Eu or aftermarket ones.
F e FbF 907 chip is +10 % more fuel overall.

The standard chip I have is marked DUCATI907ie -023-

Mike

Another intriguing consideration is the effect of altitude, temperature and even humidity on achieving something close to a stoichiometric mixture. For those of us who live and ride in the mountains (my home is 5,200 feet elevation and warm temperatures often create density altitude of 7k or more), aftermarket chips can contribute to a drop in power and uneven performance. I put the factory chip back in my 907 though I have low-backpressure mufflers and K&N air filter because the bike was simply running too rich. Best way to determine what the engine truly needs would be by hooking it up to a dynomometer then testing under the same conditions that the motorcycle will encounter during every day operations. Around here, we're out of luck. No dynos in a town of 5500 and a trip to Denver--several hundred miles away--seems exorbitant. So, like many of us, I experiment. A cigarette filter in the air tube, stock chip in the ECU...and the bike runs much better than it did when I first moved it here from Phoenix.

Once again, I'm not interesting in wringing every possible horsepower out of the old beast. However, I like the bike to run well. Simply accepting that the 907's 15 year old computer system isn't nearly sophisticated enough to take in consideration all the operating parameters the engine encounters leads to choosing a few mods that work--and sometimes eliminating those that don't. I love the sound of the bike--don't want to remove the pipes--and still experience childlike glee when I set off RV and car alarms when I ride by. I have fun making tiny changes and pretending they work.

you can get by just fine with out a dyno,all you need is one of these
e bay Item number: 200318003636
will tell you all you need to know

Seriously interesting device. Still, and this also applies to a visit to the dyno operator, even equipped with information from a given density altitude and barometric pressure, one must then choose how and whether to alter the operating parameters of the ECU chip. The old computer on the 907 doesn't seem to lend itself to such modifications, not without significant effort. I had TuneBoy software and a data cable for my '02 Triumph Sprint RS, had lots of fun altering settings and trying new combinations. If I still had the Triumph (or another of the bikes with similar capabilities), an AFR ratio meter would be a delightful addition to the toolbox.
As newer and more efficient engine control systems are introduced, it makes playing with our dinosaurs fun but kinda like chopping the throttle, killing the engine and trying to extract the spark plugs on the side of the road to do a mixture check on an English twin of the 60's.
I guess it's the same no matter what form of technology we're examining. After many years of manually leaning piston aircraft engines--what a step forward when we started using multi-cylinder CHT gauges to monitor inflight engine parameters--I flew a machine with FADEC, Full Authority Digital Engine Control. Damn, what a change. Of course, old pilots sometimes look down their hairy, bulbous and liver-spotted noses at the youngsters who never learned the hard way.
Hmmmm. I hate reading about these young kids engaging in sex when they're only 13 or 14. Back when I was that age, we had to settle for a moment of privacy with a towel and the Sears catalog.
How much was that AFR ratio meter? Maybe I'll try it...

A newer tool w possibilities:
http://forums.ducatipaso.org/viewtopic.php?f=3&t=2804