How does the 2022 KTM, GasGas, and Husky 85cc run on the dyno?  I've got that and more coming at you hot in this article

We took a brand new, never ridden 2022 husky 85 through its paces and got some great baseline data to publish.  We also did an fmf vs stock pipe test, and later on check back for some inside secrets on our mod bike builds.
Let's get right to it!

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First up is 4 back to back dyno pulls.   To note, the first run is the worst power - because nothing is properly up to temp within the pipe.  When a bike makes its best power on early pulls and falls off, it's usually a sign the pipe is a hair short (or jetting to lean) for the combo.
In the case of the ktm 85's - they really like lots of pipe temperature.


If you haven't seen our youtube video on it, please check it out and watch!  Means a lot to the shop so we can publish this stufff!

Next up, is an fmf pipe comparison vs stock.  Both runs shown are the 4th of the 4 back to back pulls for each pipe.  As you can see, the fmf made nice gains all the way up the curve.  Power down below 7000 isn't consistently tested run to run - as I roll into the throttle etc.  Frankly, kids don't ride below 10000 hardly ever..

We've got a lot more testing coming up soon!  

Did Honda truly improve the 2022 CRF250R?  I've got our baseline testing finished so read on to see what testing results we got, and we will compare it to a few of our previous dyno runs on some Honda, plus some comparisons to other brand bikes.

First, if you'd like a quick video of our dyno testing on the 2022 crf250r, you can check that out below this post.

For 2022 Honda made host of changes to their bike, aimed at improving the chassis, loosing weight, and centralizing weight.  Between the tire change and the single exhaust, plus a few minor areas, Honda has lost around 8lbs.  We noticed they now have the battery and ecu located low and central within the chassis as well.

In the engine department, however, more has stayed the same than has changed.  Now Honda wont tell you this - they want to brand away from the previous generation which was a flop in terms of magazine perception and general consumer perception.  But interestingly enough, contrary to what we read in magazines - the 18 Honda was quite  a powerhouse on our dyno.  It lacked low end - but the changes in 19 and 20 did NOT show much improvement here for me - and on our dyno it lost some peak hp in 20.  One of the biggest changes was a largely reduced exhaust cam duration - which was quite interesting to see track feel on that change vs dyno results.

Moving into 2022 - Honda has left the bare bones of their engine the same.  It already had the largest bore and shortest stroke in the class, which in turn allows the largest inlet valves in the class (because the bore is larger).  It has a very downdraft head with the intake port being nearly a straight shot into the cylinder with good visibility of the valve.  All of this remains unchanged.  But updated for 22 is the single exhaust port (we believe is good for low end production), and updated intake tract - the air box to the port has undergone large updates with and a longer air horn, larger, better air filter plenum.  Honda has also changed the camshafts some - and all of this has produced massive gains on the front side of the power curve.  
Interestingly - on my dyno, it's down from some of the 18-20 crf's we have tested at PEAK hp - but it's WAY up in power at 4-8000 rpm.  It also has a nice mapping character and feels MUCH more responsive than previous years.  

I have had some variance in results on the previous Hondas - but I choose the best stock 21 result to compare this bike to (we had one brand new 21 only make 35 hp off the showroom!!! - after we did some minor mods to it it became quite the ripper but we never found anything wrong inside to suggest why is was so low - and did 3 days of troubleshooting, ecu testing, pipe testing, and swapping things with another 21 to try and find the missing power to no avail.  It flat out made 35 hp)

Enough chatting - lets check out the charts. 

HP Race Development has been long chasing the ultimate in performance, and in that process we are always looking for ways to improve our race packages in any way possible.  Titanium connecting rods are an engineering and manufacturing challenge - that require special attention to every detail for reliable performance.  I've partnered with a manufacturer from Europe who has a long history in the design and production of specialty race parts.  These titanium rods have been tested in the extreme rigors of MXGP racing, and have proven themselves in the most extreme of conditions and abuse.  The rods are available for all current 250f models.  The rods feature a replaceble plain bearing on the big end, and a bronze style bushing on the little end.  Proven to 15000 RPM, these connecting rods help take your bike to the factory level.

If you are looking for the absolute best for your next race build - these titanium rods are it.  When properly balanced, we see improvements of approximately 1-1.5 hp on the dyno - while allowing the engine builder to save some weight on the engine as well.
We have also coupled these rods with the option of a DLC coated big end crank pin, as well as a titanium wrist pin for pistons using a 38mm wide piston pin, saving an additional 15 grams of bob weight. The rod weighs approximately 2/3 of what a standard rod weighs, and converts some bikes to a plain bearing design where it is not stock already.  

We are accepting dealer applications for race shops and builders, contact me for details.

​We are also capable of producing custom rods on request for any engine.  The design and production time is approximately 5 weeks.

Our KTM125 National Mod package has continued our state of the art development  program to achieve industry leading performance

Broc Walker utilized the package to multiple top 5 starts at the 2020 Loretta's amatuer national championship, and pulled a couple holeshots and grabbed a moto win at the Baja Acres Baja Brawl.

This same package grabbed a 3d place overall at Mini Olympics and won in dominating fashion with lap times matching the 250B mod class at the Ponca Loretta's regional. 

If you are looking for not only the strongest engine in class, but the widest, broadest power with excellent low and mid range performance in addition to a screaming top end - check out our package! 

Looking for the ultimate upgrade in power for your RMZ250?  We've put together a package that makes incredible power gains for an extremely reasonable budget.  Check out our YouTube videos featuring the RMZ, which detail the gains and shows some comparisons vs other bikes.

The package couples our hand ported, epoxied head, with our custom ground camshafts and valve spring upgrade kit, along to a GET ECU custom mapped to suit the package.  The gains are stellar, the character of the bike is transformed to a bike that likes to rev while still picking up on the front side with great gains in torque.  If your interested in an RMZ250 mod that can achieve great results, check it out!

We are extremely happy to announce our custom developed KTM500 EXC-F GET ECU for the 2012-2016 Models

After extensive and time consuming development period - we have the ECU fully tuned and developed specifically for the 500's needs.  It starts great, has excellent altitude correction, wifi tuneable - makes great power, gets rid of deceleration pops and sputters - safely fuels the engine to be uncorked - and allows further modifications for performance with 100 percent tuneable ECU

We have custom developed maps for various forms of the bike - from stock to uncorked.  Check out the youtube video for a quick intro - and check out youtube our for dyno and ride videos.

Product can be found here, GET EVO E ECU 12-16 500 EXC-F
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What happens when you take our open pro Baja 1000 Husky 501FE and dial it in with the reed cage removed, slip on exhaust (from Bills pipe) and add a our custom developed GET ECU?

A WHOLE LOT OF POWER!  We picked up 10 hp from the STD bike, with increased RPM, safer fueling, no decel pops, better part throttle cruise character and power, easy starting, and overall incredible power output.

The big 501 flexed it's muscle on our dyno, showcasing incredible torque production at a far lower RPM than any 450 could ever hope to produce.  WIth nearly 42 lb/ft of torque, about 60 SAE HP using nothing but a slip on, reed cage removed, and our ECU, another 1500 of additional RPM available from STD, things are looking good!  

We've attached a dyno sheet of the stock bike with reed cage removed and a slip on (dark blue)
The same bike with a munn racing reflashed ECU (light blue)
And our custom GET ECU (green line)
As you can see - the gains are healthy (we use almost no filtering so the true data can be seen - most shops don't show this data - and many dyno's have heavy filtering built in)
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We invested a huge amount of R&D time to custom develop this GET RX1 PRO ECU for these 500's - and have the fueling, ignition, altitude correction, start maps, fully dialed in with different maps available to suit your build needs. 
Contact us today for any questions or orders, or click the product link to order securely online

 In the Thundervalley 125 dream race, Tyler Livesay(of The MX Factory) put on a ride and a show that gave the fans something to cheer about aboard hits HP modified KTM 150, culminating in 2.5 laps led, some awesome battling with eventual race winner Ryan Sipes, and some nice whips over the massive booter step up.

With 40th gate pick, Livesay had his work cut out before the gate even dropped!  Thankfully, despite the far outside gate position, Tyler had a good jump but a slight mis shift cost him a chance at a holeshot, - culminating in a 2nd place start.

A pass into first place 3/4  into the first lap set the stage for an awesome moto - and incredibly - Tyler managed to clear the step up prior to the finish line, making him the only bike on the track to jump the fly away step up and this step up before the finish all day.  Sipes, mired in outside the top 5 off the start, put on an incredible ride and showed why he had earned  factory motocross rides in the past.   Within a lap he was up on Livesay's rear fender and applying pressure.

It was only a matter of time before the hard charging Sipes would get Livesay - but in those couple laps, it felt like 2001 all over again.  All fans yelling and cheering the angry pack of bees as they struggled up and down the hills navigating the tumultuous track full of deep ruts and bumps dug from the modern four strokes of the pro motocross series.

We've got a few weeks before Washugal 125 dream race - and with some time on hand, we plan to further fine tune our race package and come out swinging against the boys in the upper midwest.
Interesting side note - Livesay's and Sipes lap times, on the exact track seen by the 250cc riders in the first moto, were good enough to place them in the fast 36.  Will we see a two stroke in an outdoor national this year?

Go on board and watch the battle captured over at www.RacerXonline.com in this film
Or go on board with Tyler Livesay for the full moto in the second film.

With continued to research and develop on our Yamaha YZ125 race package year after year - and I am extremely excited to share our gains for the 2017 year.

If you want and ADVANTAGE this race season over your competition, and a shot at the success for your future, our race YZ125 delivers far beyond what the competition is offering.

Our national package represents the state of art effort for a motocross 125cc engine, but not all aspects of that build are necessary for incredible power production.  With just our national spec porting, custom ignition box, and head modifications with our carb settings and reed cage set up for VP Fuel  the power is incredible.  
I didn't think 2 years ago this would be remotely possible with off the shelf pipes - but here we are and I'm extremely happy to offer our customers something that can help pull holeshots, bring home race wins, and provide a stepping stone for future opportunities and success.

Contact Us if you have interest in this package.

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#chooseHP
#realresults
#dynotested
#holeshotproven

HP is extremely pleased to announce 2016-2017 KTM 250SXF big bore kit of 270CC.  This kit provides HUGE power gains, incredible torque, and makes the KTM the absolute ULTIMATE small bore, high torque, high power motorcycle. 

The biggest complaint on the KTM is always the low end torque, and power coming off the corner.
While dyno testing does not show the same lack of power as many feel on the stock engine, what the rider is really feeling is the lack of power at low to middle throttle openings, which is hurt by KTM's huge intake port and valve sizes.  With tht KTM 250SXF  valves and port sizing similar to that of most Japanese 450's - the KTM is a great candidate for a big bore combo.

We have worked hard at developing a custom piston that provides excellent power, minimal weight, and OEM durability.  This 270cc kit has proven itself on the dyno and track to provide MASSIVE torque and HP gains.  There is NO SINGLE mod as effective on the market - and we've tested them all!

This modification requires approximately 10 percent more fueling and remap service is available for this package specifically from us, or we can provide suggestions to a local shop of  your choice.

The kit is complete with premier quality custom HP specification piston, DLC wrist pin, rings, and gasket kit, along with a complete cylinder.  We are offering the kit stand alone with a cylinder core charge- or as an exchange for your cylinder, retail pricing is $700 USD on exchange, or $950 USD as a complete stand alone kit.  We are also offering head and cam packages to suit this engine and add even more power.

email inquires welcome - harrisperformance@gmail.com

We've attached a dyno chart of the 16 ktm as it arrived brand new from the dealer, after some break in runs and the addition of a full fmf system vs our big bore kit with mapping and head work

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