As part of the lightning tour of Italy, we went to Bursi (ebay Bursi Evolution - http://www.bursievolution.com) in Modena.
Bursi is an engineer who has very close links with Ducati Corse. He has an incredible feel for mechanics and has been known to estimate within 0.01mm on crank wear. When we (Italian Max and I) met him, he had just returned from meeting Domenicali at the Factory to show him that it was possible to put 41mm valves in a 996RS head...
Bursi often takes a bike that he likes and modifies it as far as it it possible to go, just because he can. These pictures were taken through the shop window as we were running to make (we didn't) an appointment at Ducati.
The business is split into three parts: a general workshop for very interesting machinery, like this 998RS:
Another part of the business is product development, and this is the main focus of this post. Bursi is currently working on the Panigale. He is looking at the rear linkage and the exhaust in an attempt to improve the hole in the midrange.
Interestingly, he lowered the swingarm pivot point by 4mm before Ducati did with the R (which lowers the pivot point by 2mm and has the option of lowering it by another 2mm using an eliptical bush).
Nice isn't it!
The shock mounting is also moved forward by 30mm. Note the new ride height adjuster, which has been developed to eradicate the weakness in the standard tie rod.
This bike uses a TTX shock, but Bursi mentioned that the Mupo shock currently provides the best performance on the track.
On the other side of the bike is...
a proper clutch. Note the extra cooling here and here:
The elephant in the room here is the exhaust. Bursi is looking at the big hole in the mid-range...
and, working with Zard has found an extra 23bhp in that hole. That's 23bhp in the mid-range, so next time you're at the track on your Panigale and you hit the throttle exiting your favourite corner, have a think about 23bhp more! BTW, the figures are compared to a Termi system, not the standard.
Clearly, the weight of the system may change the balance of the bike, but look at this front end:
But this isn't all. If you're looking for more power or reliability from the motor, look no further. Bursi have looked at the motor internals. The crank on the left is a standard item. The one on the right has been lightened and flowed. The weight difference is incredible.
Rods next. The rod on the left is the Bursi titanium item, the one on the right is standard. It's obvious that the Bursi rod is longer. This increases compression, as the piston travels closer to the valves.
To avoid an unpleasant meeting of valves and piston crown, the replacement item has deeper pockets, like the owner.
Underneath the piston, the little end is moved up towards the top of the piston, again to reduce the height.
Bursi is an engineer who has very close links with Ducati Corse. He has an incredible feel for mechanics and has been known to estimate within 0.01mm on crank wear. When we (Italian Max and I) met him, he had just returned from meeting Domenicali at the Factory to show him that it was possible to put 41mm valves in a 996RS head...Bursi often takes a bike that he likes and modifies it as far as it it possible to go, just because he can. These pictures were taken through the shop window as we were running to make (we didn't) an appointment at Ducati.
The business is split into three parts: a general workshop for very interesting machinery, like this 998RS:
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...and this old-school racer. I'm sorry, but I have not idea what it is. I'd guess an SS.
Interestingly, he lowered the swingarm pivot point by 4mm before Ducati did with the R (which lowers the pivot point by 2mm and has the option of lowering it by another 2mm using an eliptical bush).
Nice isn't it!
The shock mounting is also moved forward by 30mm. Note the new ride height adjuster, which has been developed to eradicate the weakness in the standard tie rod.
On the other side of the bike is...
and, working with Zard has found an extra 23bhp in that hole. That's 23bhp in the mid-range, so next time you're at the track on your Panigale and you hit the throttle exiting your favourite corner, have a think about 23bhp more! BTW, the figures are compared to a Termi system, not the standard.
Clearly, the weight of the system may change the balance of the bike, but look at this front end:
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Porn.
But this isn't all. If you're looking for more power or reliability from the motor, look no further. Bursi have looked at the motor internals. The crank on the left is a standard item. The one on the right has been lightened and flowed. The weight difference is incredible.
Rods next. The rod on the left is the Bursi titanium item, the one on the right is standard. It's obvious that the Bursi rod is longer. This increases compression, as the piston travels closer to the valves. 
To avoid an unpleasant meeting of valves and piston crown, the replacement item has deeper pockets, like the owner. 
Underneath the piston, the little end is moved up towards the top of the piston, again to reduce the height.
The third and final part of the business is parts. Special parts.
This is a carbon (Dymag?) swingarm.
But there are thousands of special parts from Ducati and other suppliers. Upstairs and downstairs.
The picture above, bottom left: I found a 749R Akrapovic full system in there. Unobtainable.
Random blinged Desmo...
If you contact Bursi for parts or for the Panigale developments, please mention Jerry! Bursi has helped me a lot with the 749R and it would be great for him to know that his kindness and expertise is appreciated.
This is a carbon (Dymag?) swingarm.
But there are thousands of special parts from Ducati and other suppliers. Upstairs and downstairs.
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Random blinged Desmo...
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