I am glad you are stating that it is not an imperative that owners modify their machines to these specifications. The Weber carb standard setting gets it through EC noise and emissions tests, although not perfect it runs acceptably. Tuning the engine makes the Weber very sensitive to air temperature (air density) for one. Varying fuel pressure is a very effective method of compensating for air density (once you've got the jets correct), generally I use 3psi for temperatures below 15C lowering to 2psi above 30C. The power difference between cold and hot weather is startling, making me wonder if those injected fellows have got it quite all right. Also I must question your suggestion of increasing the air jet when increasing the main jet. Using the (πr2) formula against the chart shows that the setting 165/145 vs 190/220 gives a fuel mix almost half the final fuel volume using the larger jets! ie 165/145 is the richer setting. I tried the larger air corrector method when increasing the main jet years ago and it just would not run.
The original airbox needs the inlet snorkels or it will get air starvation above 120mph - its all very well testing these changes in a workshop when you need a wind tunnel but Ducati know their stuff and if you only ever learn one thing when trying to improve on a standard motorcycle its how good 'they' are at building them as competent all rounders.
Of course it will make good reading to hear about any mods to owner machines but I for one will now keep such alterations to myself, principally because my changes are so different to yours and it would be confusing if not misleading to have conflicting settings advertised by forum members I think.

the correct name is I guess a diaphragm fuelpump.

basic setup (7 is a reducing bush, 2 is not required if the tank has a return line)


I found the webpage ( http://www.8ung.at/manxman/ ). The guy used one from an old Yamaha TDM850 (Duc Monster also use them). He used one of the connections for the sync tester on the side of the inlet manifold and put in a screwing nipple he connected the fuel pump to. (actually he used a M4 thread rod, drilled it though and glued a nut onto it). He says that the pulsatory suction process moves the diaphragm and delivers the fuel evenly independend of rpm which corresponds to what higgy had said. So I guess I was wrong again. Still worth a try though.

quote Higgy
At the moment I have a 195 Cummins engine going for a baseline test.
Its a diesel but just as an example........

Cant see the point in that Higgy, It doesnt even use a webber and you'll never get it in a paso!

Is that a triple dog dare?

I think that Jesse James pillock put one in a trike , or more correctly destroyed a perfectly good truck to the point that he had to call it a trike