V4s hp mods

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More HP is a bit vague, what for? A few percent is doable but in this game the costs become exponential very quickly. These engines are already very highly developed stock, there are dozens of threads on faffing about with pipes, tuning and whatnot to get very marginal increases, use the search function but good luck working it out as even the experts here are all over the farm arguing over the details. The short version is that to get more power you need more revs for that you'll need a solid budget, and then how often do you want to rebuild it? Finally every bike is a system, a few hp is not going to upset it but any significant power increase will require changes to cycle parts if you want keep it in balance so it still turns and stops. Even if you are drag racing (which is a total waste of this bike IMHO) you will need to lower and extend the wheelbase to realise any advantage of a significant HP increase. Most people find that V4's have a surfeit of power but a deficit of skill managing it🤣
 
Paul G said:
More HP is a bit vague, what for? A few percent is doable but in this game the costs become exponential very quickly. These engines are already very highly developed stock, there are dozens of threads on faffing about with pipes, tuning and whatnot to get very marginal increases, use the search function but good luck working it out as even the experts here are all over the farm arguing over the details. The short version is that to get more power you need more revs for that you'll need a solid budget, and then how often do you want to rebuild it? Finally every bike is a system, a few hp is not going to upset it but any significant power increase will require changes to cycle parts if you want keep it in balance so it still turns and stops. Even if you are drag racing (which is a total waste of this bike IMHO) you will need to lower and extend the wheelbase to realise any advantage of a significant HP increase. Most people find that V4's have a surfeit of power but a deficit of skill managing it🤣
Click to expand...

Ask me how I know lol
 
Steven31371 said:
The track I go to most has some really long straights, with only one turn where you might end up having to drop down into 1st gear briefly at turn 4.

Coming off the apex at turn 16 you run of to about 75 mph to T19 then you are on a banked NASCAR track from T19 to T4 where you are hard on the throttle except for the kink at T1-3 that you take at 100 mph

Then from T9 to T12 you are at full WOT too with no throttle release on the kink at T11/12…

This track seems to favor raw speed versus acceleration in all but a couple turns.

And playing with the gearcommander there is only one turn, turn 4, where I might have to touch 1st gear to stay in the power band.

On the roval straight from T19 to T1 with a 16/40 setup I can run it up to 160 mph in 5th gear…so even with a possible brief dip into 1st gear at at T4 I can get to the speeds I need to with less overall gear changes through the course.

Most of the tracks here in California seem to have long straights with big sweeping turns and only one or two low speed tight technical turns. I’m thinking some taller gear might be favorable…also a less torquey setup I’m thinking might make this bike easier to ride as a relatively new track rider.

I have a quick change sprocket carrier so it’s pretty easy to try different setups

View attachment 45404
Click to expand...

So, you're hoping to use, gears one to five?

If so (and I understood correctly), then using two to six is preferable. Here's why:
1. You never have to drop down to first. This means you never accidentally hit neutral. It happens.
2. Power is usually higher in gears two to six, than in first.
3. Rev limiter in sixth, is higher than, gears one to five.

Although, I think your bike is an earlier model, and has full power in the lower gears too?
 
RickD996 said:
So, you're hoping to use, gears one to five?

If so (and I understood correctly), then using two to six is preferable. Here's why:
1. You never have to drop down to first. This means you never accidentally hit neutral. It happens.
2. Power is usually higher in gears two to six, than in first.
3. Rev limiter in sixth, is higher than, gears one to five.

Although, I think your bike is an earlier model, and has full power in the lower gears too?
Click to expand...

Yeah mine has full power in all gears, and I think I won’t have to touch 1st gear at all, there is only one turn where I may want to.

Rev limiter is set to 14,500 across the board in all gears on mine…with that Spark WSBK exhaust and P08 race filter and a willing tune. I suspect it’s close to 240 hp though I haven’t dyno’d it, with about 20 pounds of rotating mass removed from the bike, so less parasitic loss of power to the wheels.

At 15/43 on the teeth the bike maxes out at 170 mph…but it savage up to then.

Looking at the mph per gear with a 16/40 setup I think I can run the entire coarse 2 though 4 for now as 4th peaks out at about 160 mph.
F7278A8C-743B-4A44-98BB-78F5369828DB.jpeg
1AE04FE8-22DD-4228-9377-07E27235D2EA.jpeg
A64167EB-2E91-481D-84B5-7FD0E15EF734.jpg
 
Steven31371 said:
Man if they can get that power on a stock ecu so we can keep the best of the electronic Nannie’s that would be cool.

I assume he’s getting those numbers on a race fuel tune, which makes them not so much of a stretch.

If it’s a race fuel tune combined with cams and being able to rev it a bit higher it’s totally doable, if done really right.

He’s pretty pricey though, asking 15k for his printed inconel exhaust…was 8k for my printed inconel headers on the Porsche, so he’s definitely charging a premium.

He does have baffle in his can to quiet it for tracks that require lower Db.

I’m not a fan of those quieting baffles though
Click to expand...

The reason his comment about the stock ecu is a red flag is because it’s my understanding that the stock ecu isn’t Merrelli.

Maybe @DeussenEngines can verify.
 
craig bush said:
The reason his comment about the stock ecu is a red flag is because it’s my understanding that the stock ecu isn’t Merrelli.

Maybe @DeussenEngines can verify.
Click to expand...

The manufacturer of the stock ECU is Synerject/Continental/Vitesco (different names in historical order for basically the same company). The model used on the current Panigale V2 and all V4 models is the M4D.
 
Paul G said:
More HP is a bit vague, what for? A few percent is doable but in this game the costs become exponential very quickly. These engines are already very highly developed stock, there are dozens of threads on faffing about with pipes, tuning and whatnot to get very marginal increases, use the search function but good luck working it out as even the experts here are all over the farm arguing over the details. The short version is that to get more power you need more revs for that you'll need a solid budget, and then how often do you want to rebuild it? Finally every bike is a system, a few hp is not going to upset it but any significant power increase will require changes to cycle parts if you want keep it in balance so it still turns and stops. Even if you are drag racing (which is a total waste of this bike IMHO) you will need to lower and extend the wheelbase to realise any advantage of a significant HP increase. Most people find that V4's have a surfeit of power but a deficit of skill managing it🤣
Click to expand...

Good post. The Panigale is already faster than most other liter bikes, and more power isn’t what most people need. My bike has more power than stock (and I’m relatively light), and full throttle acceleration is a bit intimidating.

I’m inclined to generally agree with you here, with the caveat that although revs are one way to make a few more hp, there are others, and reving the engine higher only makes more power if the head is still moving air efficiently.

In addition to raising the rev limit, one might also consider head work (port/polish and cams), raising compression, running oxygenated fuel, reducing frictional losses (isotropic super finishing of rotating parts), and finally, the one option that is readily available with nearly all other manufacturers - an optimized tune (via availability of the factory “kit” ecu).
 
DeussenEngines said:
The manufacturer of the stock ECU is Synerject/Continental/Vitesco (different names in historical order for basically the same company). The model used on the current Panigale V2 and all V4 models is the M4D.
Click to expand...

Thanks Daniel.

So, if someone is claiming they are tuning the v4 to 265hp using the “stock Merrelli” ecu?
 
craig bush said:
Thanks Daniel.

So, if someone is claiming they are tuning the v4 to 265hp using the “stock Merrelli” ecu?
Click to expand...

I took a look at v4_extreme Instagram. There are a few picture of stock M4D ECUs shown, also on the road bike with CA plate and slick tires….wtf.
 
craig bush said:
Understood. So anyone claiming to tune the Panigale v4 stock “Marelli” ecu seems not entirely credible?
Click to expand...

It looks like only the hardware tuning is done by the guy in CA. The software tuning is done by another guy. So I wouldn’t necessarily say that.
 
endodoc said:
Is this the same guy that ranted about “Aerospace spec” but couldn’t spell Aerospace correctly?
Click to expand...

I dunno man, my instincts are pretty good at spotting talent, and my Spidey senses tell me this guy is a bit of a savant in limited areas. I think he has an obsession with perfection, and and ego that says “I can make this better” with just enough racing pedigree to potentially build something cool.

He may also be the kind of guy that can’t get out of his own way, and not have any clue on how to monetize what he’s doing, or even care if he does. So we may never know if he’s got a narrow band of genius or see anything out of it useful to us.

But my spidey sense tells me there is something there. Something epic or earth shattering probably not, but I think the guy has enough talent and ego and pride in himself to probably build a few cool engines.

Plenty of talented people out there that do really cool stuff within their narrow bandwidth that never turn it into anything, but that doesn’t make their work any less cool or good.

Might be wrong, but I’m curious enough to keep an eye on him and see where it goes.

I also don’t think it would be that hard to get 238 to the wheels on these bikes if you are willing to put in the work and attention to detail.
 
Last edited:
There’s a guy in the Porsche world that building out some of the best street/track Porsches in the World right now, Dunden at Dunden Motorsports.

The guy came along with what seemed like an un-warranted amount of self confidence and pride, but that same cockiness and pride drove him to make some REALLY cool packages for these cars, so good that everyone eventually started looking past all the surface flaws that the guy seemed to exude, all the warning flags that said ‘this guy is a hunter’ now he’s probably one of the most sought after shops around by track guys who want a finely crafted blade of a Porsche for trackdays and club racing, because he backed it all up with outstanding and consistent performance.

There is something about this V4-Extreme guy that feels like Dunden
 

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