While I never publish the majority of our testing efforts, with youtube and my goals to add some truth in media and some real data vs whatever we wish to call the lack of data that is currently NOT published in "testing" reviews - I recently did a 4 head shootout on a Husky TC85 specifically for youtube (in reality we've done 20 different heads when developing), and this test will apply to all KTM 85 and Gas Gas 85 bikes as well.  But the over arching goal here is not to make you buy a specific head but rather make all of us smarter through more education and testing. 
Everyone is "convinced" that higher compression is always better. 
Everyone is "convinced" that x pipe or y pipe is better. 
Everyone is "convinced" some massive secrets in R&D exists that allow 1 engine builder to be head and shoulders better than the rest. 
But if we take a step back - and think logically for a minute - we should ask some simple questions.  If all ktm had to do was raise their compression to sell a more powerful bike - why wouldn't they?  If some shop has a magical head design - and sells it - why doesn't ktm just buy it, and copy it?  If porting is as simple as raise a few ports, make them bigger - and go faster - then surely KTM can hire a guy to do that, right?  The reality is that engine power gains are hard to come by, hard to find, and extremely nuanced.  They require lots of testing, in multiple manners to get an idea of what you really did.  Two strokes in particular are very special engines.  They work as a system that needs to be in harmony - not as one item you can improve at a time.

I've attached our youtube video for you to check out, of note - the lowest compression, smallest narrowest squish banded head made the most power, and the tightest squish, highest compression head made the least power.

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So let's talk two stroke head science for a second.  Two stroke heads do a list of things.  Firstly - via their volume they set  the compression ratio.  If you do some basic reading on the modern otto cycle, you can learn a lot about the theoretical differences in compression ratio.  In doing so, you might realize that past a certain compression ratio the power gains become very very small even in a perfect world where fuel capability doesn't matter. 

Two stroke heads also influence combustion speed.  They do so by using a squish band that forces all the compressed gaseous mixture towards the spark plug and into a small tiny space, the chamber.  This is a huge advantage a two stroke carries over modern four strokes - as four stroke heads have most of their area taken up by valves and cant have large squish band/area (referred to as quench in a 4 stroke - yeah both worlds didn't work together often).  As an example to how big of a difference this can make, a 2 stroke typically requires 8-12 degrees peak ignition advance at peak torque (moment of highest cyl pressure).  A four stroke in the mx world (state of the art for NA 4t tech) typically requires 30-33 degrees ignition advance at peak torque.  Because the four stroke has less mixture turbulence and speed, it has a harder time lighting it off and getting it to combust as rapidly and as such it requires more spark advance.  It's not that the 4 strokes WANTS to have to use 30+ degrees of spark advance, but it has to due to the chamber shape.  The Nascar world with 2 valves, and a much larger quench (squish) area than the 4 valve mx head world uses much less timing, in the mid 20's currently.  While the 2 less valves ultimately can't produce the power per CC the 4 valve heads can, they do produce as much torque per CC - potentially with better efficiency due to the better spark and quench.

Two stroke heads also use design considerations to help cool the piston dome, via the squish action.  

Two stroke head designs influence the scavenging of the engine.  Scavenging is what 2 stroke builders call the interaction of the outgoing exhaust flow with the incoming intake charge.  This flow uses a loop type motion that comes out of the transfers, up the cylinder back side and into the head and around, then down the exhaust side in a loop type shape.  The head shape - has  a large effect on this loop.  Imagine a totally flat head spaced up from the piston for the volume we want, vs a perfectly semi circular shape, or hemi shape.  The hemi shape SHOULD help that loop flow shape more than a flat head.  Now add in the dynamic of a squish band, size, shape, angle, and then combustion chamber shape, and things get complicated!  Remember we want to get ALL of the spent charge out, and sharp tight corners or dead space in the loop that doesn't flow - can leave old spend charge still in the engine - not desirable.

Two stroke heads, with careful placement of the spark plug, can influence burn speed even more.  I wont detail more of this - but imagine a combustion chamber that is really deep, plug far away from piston, then a chamber where the plug is closer to the piston - but we equalize the volumes...  Which one would burn faster?
Clever designs of heads have used the coolant water to do helpful things for power.  I wont detail this either, but you can find as much as 1 hp via some modern water routing techniques on engines that are pushing the detonation limits.

And last but MOST importantly - the head design influences the EGT.  A 2 stroke relies on the exhaust system to provide the majority of air movement and thusly POWER.  In fact, a 2 stroke is not truly NA - the pipe is actually like a super charger or turbo charger.  Pipes vary their functional dimension based off their average gas temperature inside.  It's really complicated - but a hotter pipe works at higher rpm better, and cooler exact same pipe will work at lower rpm better relative to one another.  AKA hotter the pipe gets, the higher the rpm it works at.  
When we design a head, if it happens to lower egt into a range the pipe isn't designed for - we will loose power.  Same applies for a head that increases EGT. 
Ultimately - heads are not as simple as just go for more compression or less! They have an influence on every aspect inside the engine, and finding the perfect match for the engine combo is what yields best results. 

I routinely see claims from various head companies that I know to be false because we have tested them.  Sure, tighten up that squish for "better faster combustion with less detonation".  That's the blanket "theory" statement you learn about two stroke heads that was written 50 years ago.  And, in theory, it should be correct.  But then why is it that, when I tighten the squish on a stock yz250 - I usually have to add spark advance to get the power back to where it was?  Shouldn't I need to retard the ignition?
What happens if you tighten the squish, open the bowl and equalize the compression ratio to before the changes, but in doing so lower the pipe temperature, or alter the scavenging flow such that now the engine produces less power?  Or shifts the power in a direction you didn't want?  These are the things that actually happen, rather than theoretically happen.  My goal is to get you thinking.  The more you think, the better decisions you can make when you buy a product.

Well, we finally got our hands on a new 2022 yz125 for some initial baseline dyno runs. The owner of the bike also has a previous generation yz134 we built for him which has become his favorite bike in the stable of 250f's, 350f, and 450f.  The owner is in his 60's and loves to ride with his sons - and has found the little bore 125 based machines to be the most fun and safest to keep riding year around.  

His comments on the 2022 yz were that it could use a little more bottom and pulling  power out of corners, but he felt the top end and over rev was fantastic.  He also stated both he and his sons felt the changed ergonomics made the bike handle much better than the previous year bike - I'd bet the stiffer suspension settings for 2022 helped in that role a bit (as the older model is quite soft by modern standards)

Lets get to the video - if you haven't seen it, it's attached below.
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 Now, Let's move on to some dyno charts.  We did a huge amount of testing - most of which isn't shown in the video.  But we found the bike is jetted a little rich most specifically on the pilot and needle.  The main jet is actually close for pump gas - but has room to go leaner for more power with race fuels.

The stock jetting we had on our USA spec bike was
75 pilot
160 main
2nd clip on stock needle NYDF

While I think there is more time we will spend on the jetting - we tested from 65-75 and found that it developed a lean bog around the 68 needle unless we had the air screw at 1/2 turn from all the way in.  

I've seen reports online of people going to more "normal pwk" settings with a 50-55 pilot and 175 ish main.  But we repeatable lost power going richer on the main - and found the low end running quality deteriorated dramatically below a 65 pilot.  Jets add to each other, meaning if you went to a 50 pilot and a 175 main - it wouldn't be as rich as a 75 and 175 - the pilot wont contribute as much fuel at a 50.   Something to keep in mind is the is a powerjet carb - which adds fuel to the main jet circuit.  If the powerjet were plugged, the main would need to go to around a 185-190 to run right.  I highly suggest you keep the powerjet system - it improves midrange power without hurting over rev.

One of the best mods we have found for the KTM 85 platform, whether it's an 85 or  a 105 or 112 supermini, is a bored and modified carburetor.   This mod is also effective on all other brands - from kx85 to yz85 and rm85, as well as gas gas 85 and husky 85.  Check out our video of the mod process, as well as the dyno charts of what results we got.  To be fair, this was all stock vs bored and jetted right, a stock carb jetted a little differently would have been closer but we typically see nice gains in the 1hp range.

Let's take a look at just how much power a stock KTM 85, husky 85, and gas gas 85 really makes.  I've tested almost 20 fresh or new stock bikes in the past year, and they are all really similar (as they should be).   Some are better than others, and in this instance we have decided to publish about the best case scenario we see on a new stock 85. 

Check out our youtube if you haven't and see below for more charts!

Below is a chart of 4 back to back dyno pulls.  As you can see there is a power variation between a few.  This is why dyno testing procedures must be understood - and consistent for repeatable testing results.  What you will see is that in the case of the current stock 85, it really likes to have some pipe temperature and power improves when hot.  On many stock bikes, power gets worse with temp, or shifts to the right with less bottom and mid and more top/over rev. 

I've got a little bit of extra information for you as well. Below is the result we got when swapping to an FMF fatty from the stock pipe
As you can see, we got a small but measurable and repeatable improvement in power.  I've seen upwards of 2 hp sometimes from stock to aftermarket on these bikes, but not on this one.  We will publish a complete pipe showdown shortly so check back soon!

What does the KTM 350 actually make on the dyno?  Let's check it out!
If you haven't seen our youtube video please watch!  
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And if you did, well here are some charts for your viewing pleasure. So of note - even though a 450 makes it's power much earlier in the rpm range, the average power over the rpm range of a gear change isn't much better between the  350 and 450. Additionally - the extra RPM range of the 350 allows it to be geared shorter/tighter.  This tighter gearing plays a huge role in fast a bike accelerates.  

While the 350 isn't for everyone - it makes plenty of power to be able to compete heads up vs a 450 in our opinion.
We will publish vs some other 450's soon!

First up is map 1 vs map 2. Quite a big difference on the 350.  

Next up is our GET ECU and tune up vs Map1 OEM.  We made nice gains vs both map 1 and 2, with the added ability to have custom maps for fuels, pipes, and mods.  

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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!