Pirro on V4S electronics

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andyb said:
Extreme angles you say…

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This is a better view. Note that the pipe splits at a bend. That’ll help with more evenly distributing the exhaust. Yours splits at a straight part. I’m sure it’s fine but it could be optimized.

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The geometry of the exhaust pipes and mufflers, are very VERY complicated and always a compromise between torque curve, power, delivery and riding feeling.
So it is difficult to argue about pipes angles, lenght, diameter etc, without a dyno and test ride.
I recommend just to enjoy every ride you have.
 
Well from practical experience,

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not I think, or I believe …. I have tried several exhaust systems..and all on the same Dyno..
All produced a clean power increase and got rid of the dips in the graph
The d200 was noisy and the least increase
The spark was the cheapest loudest and most powerful
The under Akra was the lightest reasonable priced second hand medium noise
And my current underseat system is the quietest makes uk day limits, is 60 mm so looks better than the 48 mm £3100 Ducati underseat, looks better as it’s narrower, the cans can be removed so I can fit baffles and it makes the same power as the spark with less noise!
 
panibadboy said:
@andyb do you track your bike in the UK?
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on occasion....usually too expensive, too cold, too wet, too much of a bun fight.....the Ducati Uk days are usually no noise restrictions. two a year usually Silverstone and Donington.


Quiet days are 98DB most tracks are drive by 101/2db.

my current set up with the DB killers in before the cans is just under 100db
 
SuperDomestique said:
I believe EBC is rpm dependent and is progressive with less effect at low rpm and more intervention at higher rpm
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Yep. What I believe the EBC does is the obvious it holds the throttle open a little bit. When you open the throttle on these there is no throttle opening request in the demand maps until about 10 percent of throttle opening but in spite of that the maps are very detailed at the throttle openings below that. Lots of entries (map columns) much closer together than at higher throttle openings, not used by the demand maps and staggered with RPM. So say you're in the 5% entry cell at 7000 rpm that entry doesn't have to be 5% it can be anything. Anyway my belief is the detailed mapping (which is different per map/mode remember there's 3 per mode one for 1st, one for 2,3 and one for 4,5,6) at small throttle openings is there to be used by the EBC and maybe the quick shifter during blipping.
 
Today I had the time to train with "semi-used" tires 🤣
Still able to lap at 44 dead in Misano....
Now time attack
 

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SuperDomestique said:


Maybe @01COCCOBET or @Vbreeze can help translate

Sounds like they’re discussing Pirro’s electronic strategy. There’s a lot of talk about engine braking. Something about engine braking can help corner entry.

You can see the Akra with the closer mufflers on the grey bike, @KarlKani. I think they’ve just cut tubes before the mufflers and re-welded them. Then they made a bracket that bolts to the underside of the rear subframe instead of the passenger pegs.

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This is custom end section made by Barni, not consumer facing form Ducati or Akra
 
@KarlKani I was under the impression that some of the stuff used by Barni is made for them by Melotti, hence my question… I don’t have an issue with reading what you have written… I was quite well educamated. 👍
 

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