First Impressions: Aprilia RSV4 1100 Factory vs. Ducati Panigale V4S Comparisons

Took the 1100 Factory to Catalyst Reaction today for a suspension set-up just as I do with all my bikes almost immediately upon delivery. As I suspected the front end was too soft and the back end was too stiff. So appropriate adjustments were made to damping and preload. End result is a very nice riding bike with decent compliance over normal roads/highways. Also did the first oil change (150 miles) as I do with all my bikes. I do this because most of the break-in particles are shed in the first 50-100 miles. The next oil change will be done at just under 1000 miles. Both bikes will be run on a dyno in a couple of days (just want to accumulate another couple hundred miles on it). Those results should be very interesting because their engines, while both explosively powerful, couldn’t feel any more different on the road.

After I came back from my ride, I hopped on to the Ducati V4S and took it for a 20 min ride while my riding impressions of the Ape were still fresh in my head. While I’ll have a far more exhaustive and detailed review posted up in a few days (after the dyno test) and then again in a couple of weeks (after the track test), here are some take away thoughts after using both bikes in the real world where 95% of the time you are just cruising around with only 5% of the time when you are actually attacking a corner. All while doing so surfaces that are not always as smooth as that of a racetrack:

1) The 1100 Factory exhibits more mid-corner stability It is less upset by rough inputs. This partly has to do with how much input it requires from the rider. Counter-steering to initiate a corner takes maybe 50% more force than it does in the V4S. The Duc feels like a lighter bike. Almost like a 600 but with the power output of a nuclear reactor.

2) The 1100 Factory’s engine is a masterpiece. It makes all the right sounds and has a power curve that feels as flat as Nevada. It builds speeds at an absurd rate without much drama. The Duc, on the other hand, really lights your hair on fire when you open it up. Especially in the first few gears were the longer swing arm and reverse spinning crank make it more wheelie resistant and able to put more power to the ground before wheel/traction control intervenes by cutting the throttle. The taller 60 profile tire on the Duc also gives it a bigger contact patch which helps. But the taller tire also gives a subtle “balloon-y” effect where the rear of the bike doesn’t feel quite as connected to the ground as it does on the Ape. I’ll be curious how they feel in a couple of weeks at Thunderhill Raceway when they are both shod with the same Pirelli slicks. The Duc’s engine is definitely adopts more of a Jekyll and Hyde personally. At lower engine speeds, it feels and sounds like any other Ducati v-twin in the way it lopes smoothly and pleasantly. No harshness. Just a lot of character. But when it spins up it adopts an almost manic presence devoid of harness but full of fury. It’s certainly the more dramatic feeling engine of the two. Where it takes a distant second to the Ape is in sound quality. But then again, the Ape is probably the best sounding bike I’ve every heard. It revs like the 1000cc RSV4 but with the snap, crackle and pop of the 1100 Tuono which, quite frankly, is the perfect combination.

3) Aprilia’s focus on racetrack prowess has ever more clear by how out-of-its-element it feels riding over rough back roads. Even after setting up the suspension, you can tell that it wants to live on nothing short of a smooth and polished race track. The dynamically adjustable Öhlins on the Duc really shine in this environment. While no super bike is meant to perform in these conditions, the Duc still gets the job done while the Aprilia needs to be ridden 10-15mph slower in order for the rider to feel as confident. But when a nice smooth corner arrives, you can almost hear the Ape “hold my beer” and attack the corner in a way that few other bikes can. Utter confidence and predictability.

Ran out of time! A lot more info to come as time permits 🙂

Release: OpenFlash Performance Off-The-Shelf v2 Tunes for F10 M5 (all variants)

Well …

It’s been a LONG 2 weeks on the dyno, but we’ve got a lot of -well, everything- to show for it!

We’re proud to present our v2 F10 M5 Off-The-Shelf maps! 

The new mapping brings some additional refinement and enhancements to our already fantastic v1.2 mapping. 

These maps contain additional TQ management operations, while still retaining OEM safety mechanisms: Such as CAT over-heat protections, boost control strategies, combustion temp control (fueling), and much much more. There is no reasonable need to sacrifice OEM control strategies for power — it just ins’t required!

In the graphs below, you can see the direct difference between the new v2, and previous v1.2 mapping (v2.0 is bold):

Test Vehicle #1- F10 M5 (Non-Competition)
Fuel: 93 Octane (USA)
Mods: Aftermarket Downpipes with Performance Catalytic Converters Only

Test Vehicle #2- F10 M5 (Competition)
Fuel: 93 Octane (USA)
Mods: Titanium Cat-Back Exhaust Only.

As we’ve touched on in post before, limiting TQ is key here. Keeping the heat out of the engine assembly at the lower RPM really allows the twin-turbo 4.4L v8 to sing up-top!

Like I said, its been a BUSY 2 weeks! We’ve completely re-worked and updated our website in an effort to make it easier to navigate and find what you need.

All current customer: Please request your new v2 tune files by following this link ->…-file-request/

Allow us 1-5 days to get your request fulfilled. 

We’ve got an entire world of customers to get squared away with these new tunes!

If you have any questions, we’re here to get you sorted out!

Such Wow, Much Excite.

After a custom alignment and corner-weighting, it’s getting really good! So much better than it was when it was stock with ridiculous spring rates. The difference is so profound that I don’t think I can sell it now.

Next up: Toe links to remove some bushing deflection in the rear suspension. Might even experiment with slightly softer springs up front depending on results from next weeks testing we Laguna Seca.

Much excite!

Some Thoughts: 550BHP 2019 M2 Competition

“Affordable” automotive nirvana can be found with a 550bhp M2C. Drove it aggressively for the first time (on my way to gym of course) and it’s nothing short of brilliant. More details to come as time permits 🙂

But cliff notes: the extra power doesn’t overwhelm the chassis the least bit. The only difference is that the power drifts it would do in 2nd gear, it can now do in 3rd gear. And now with an obvious power peak at 6k, it is actually a joy to rev out.

And driven hard on a backroad, the car should get about 100 miles to a tank! At thunderhill, 2 40 min sessions depleted a whole tank at stock power levels. With another 110hp, it’s going to be even more ridiculous.

On the Dyno, ready for development
Power coming in nicely!
Back in the stable

Independent Testing Results: Off-The-Shelf v4.0x GT86 Tunes

Initial Post found here: — All writing and formatting is copied directly from the source link. Video at the bottom of the post.


I thought I’d post this here incase anyone was curious on the results.

2013 BRZ
6 Speed
56,000 Miles

Performance Mods:
Tomei UEL Headers
Motiv Overpipe
Motiv Front Pipe with High Flow Catalytic Converter
Perrin 2.5″ Resonated Catback
Open Flash Tuner (OFT) with stage 2+ 4.0x Tune
93 Octane Gas

Supertek Intake Inlet w/ K&N Filter

184hp/148trq to the wheels


Graph 1 = Stage 2+ v4.0x with mods
Graph 2 = Stock Tune with Perrin Catback/Intake vs. Stage 2+ v4.0x with mods

BMW M5 (F10) v2 Tuning Sneak Peek

Original Posting found here:

Since the weather has been so rainy here lately, I spent another full day testing our new v2 calibration on the dyno. Seems like it is only place we can run the car at WOT safety. As before, the car is our 2015 F10 M5 Competition. No mods other than OFT tune and Ti cat-back sound (only benefit is weight savings and sound). Still running STOCK intakes, STOCK downpipes, etc. All testing on 93oct. All pulls in 5th gear (DCT). 

Here are some consecutive runs showing run to run consistency:

And here are those runs compared to the stock baseline of the same M5 Competition. Non Competitions make a bit less power when stock so the difference between stock and tuned will be even greater.

Compared to the previous dyno graphs shown a few days ago, here’s a few things I did today on the dyno: 

-Widened the window of peak power (>630whp) by increasing torque in the 5000-5500 range as well as reduced the amount of torque taper at high RPM. This was actually done by lowering the boost a bit up top. If you try to run over 21-22psi of boost at high RPM with stock cats/exhausts, the turbos tend to choke up and power starts to roll off.
-Brought rev limiter back to stock 7250rpm instead of 7400rpm like with previous OTS tunes. Power curve is already so fat and useable, there really wasn’t any reason to rev the engine out any higher.
-Modified pre-spool turbo tables to give more immediate boost response. We can pull this off successfully now due to the new method of controlling boost which pretty much makes boost spikes a thing of the past.
-Enriched AFR tables a bit more at high RPM to aid in in-cylinder cooling for those who fancy a top speed or two. AFR targets are as rich as 11.4:1 up top.
-Limited permissible torque output in 1st gear by nearly 40%, second gear by 30% and 3rd gear by 10%. Full torque from 4th gear and up.

Had a small window of time where roads on the highway were dry enough for some pulls. Yeow…. it’s fast. Engine feels very unstrained and just keeps pulling and pulling. Our goal was to make the M5 feel like a rev-happy naturally aspirated M engine (but one with a torque plateau of 600lb-ft). Nailed it. So easy to drive and modulate with the throttle. Compared to conventional tunes that run maximum boost and let the ECU dial things back based upon knock activity, this one is as stable and consistent as one can hope for. In the upcoming days, we will be testing this tune in a non-competition M5. And shortly after that, we will release it to customers. Can’t wait for you guys to try it!


Independent Testing Results: Mazda Miata ND

Initial Post found here: — All writing and formatting is copied directly from the source link.


I had my car dynoed at Drift Office (local performance/dyno tuning shop in Auburn, WA) today and I have to say that I am pretty happy with the results 

 Since I recently got my Edelbrock Supercharger kit, I wanted to get a baseline to see the delta gains between my current mods vs supercharger (w/ custom Ecutek tune). Once I install the Supercharger and my tune is finalized, I will go for another dyno session and post the results .

Current Mods:

  • OFT Stage 3 Map (91 oct tune)
  • OFH (Open Flash Header)
  • Greddy Axle Back Muffler

Here’s my car compared to a bone stock ND Miata on the very same dyno , it looks like the car gains about +19whp and +17 wtq with these mods which is pretty substantial IMO.

Not to mention, these are just the peak gains and gap is even bigger at certain RPMs as you can see in the graph as well as the noticeable bump in the mid range (are under torque curve). I have to mention though, car certainly feels much faster in real life, especially in the track environment where you’re consistently over 4-5k rpms. For the reference, I have been using the car primarily for track use and OFT+OFH have been on the car since day one with no ill effects. I have been also datalogging and monitoring my temps. 

More importantly, it also looks pretty similar to the with Stock ND 2 Miata numbers. For the sake of consistency, I used the graphs from the same type of dyno (Dynojet) and 91 octane tune. 

Here’s the dyno graph from Grass Roots motorsports article 

I tried to overlay above picture with my dyno graph. You will notice the most outer curve with blue line is my ND1 Miata and the dotted/fuzzy line is the ND2. So basically ND2 Stock Miata falls somewhere between the Modified ND1 and Stock ND1 lines. ND1 with tune and mods have both hp and torque advantage especially in the mid range where it matters the most and the advantage is there up until 6500 rpm. ND2 then has a slight HP advantage . I hope it’s readable