Tips on how to select the sensitivity level
The 8 level settings of the DTC were calibrated using
tyres of the same make, model and size as those originally
fitted to the motorcycle.
The use of tyres of different size to the original tyres may
alter the operating characteristics of the system.
In the case of minor differences, such as for example, tyres
of a different make and/or model than the original, but with
the same dimensions (rear = 240/45-17; front = 120/70-17),
it may be sufficient to simply select the most suitable level
setting from those available to restore optimal system
If tyres of a different size class are used or if the tyre
dimensions differ significantly from the original tyres, it may
be that the system operation is affected to the point where
none of the 8 available level settings will give satisfactory
In this case is it is advisable to deactivate the traction control
If level 8 is selected, the DTC control unit will kick in at the
slightest hint that the rear wheel is starting to spin.
Between level 8 and level 1 there are a further 6 intermediate
levels. The level of DTC intervention decreases in equal
steps from level 8 to level 1.
Level 1 allows considerable spinning and requires constant
and good grip to operate correctly; Level 1 is thus
recommended for expert users only and with excellent road
The choice of the correct level depends on 3 main variables:
1) The grip (type of tyre, amount of tyre wear, the road/
track surface, weather conditions, etc.)
2) The characteristics of the path/circuit (bends all taken at
similar speeds or at very different speeds)
3) The riding style (whether the rider has a "smooth" or a
The relation of the DTC intervention level to grip conditions:
The choice of level setting depends greatly on the grip
conditions of the track/circuit (see below, tips for use on the
track and on the road).
The relation of the DTC intervention level to the circuit
If all the corners on the track/circuit can be taken at a similar
speed, it will be easier to find an intervention level that is
satisfactory for every bend; on the other hand, if the track
has, for example, one corner that is much slower than all the
others, it will necessary to find a compromise level (on the
slow corner the DTC will tend to control more than on the
The relation of the DTC intervention level to riding style:
The DTC will tend to kick in more with a "smooth" riding
style, where the bike is leaned over further, rather than with
a "rough" style, where the bike is straightened up as quickly
as possible when exiting a turn.