Thanks! We are working on some stuff for those

not nearly as much power

You cant modify stock ecus, at least now how people think. The aftermarket ecus’ are really what can be edited heavily

generally we see a small improvement with the vented cover. Often times the power has a little bit more jagged look where its not quite as smooth.

We dont really care. Money can be better spent elsewhere for mx

There is no comparison. Its night and day stronger - especially properly tuned vs properly tuned. We have a video up of what a 22 supercross bike put out which I think should be clear the gap between the two models. The engine changes to the head are exactly what factory ktm was running for the old motor - a nice improvement by itself

We published a dyno of a built 450 at 69 hp I think ultimately around 75 on our dyno is doable, beyond that would require a lot of effort and cost

@@HPRaceDevelopment 75 I assume is possible without going nitro or very high octane 110+ race gas

Helps to properly tune for a megaphone or you wont get the max out of it

We overlayed the 22 model - gas gas is same as ktm - actually was better than the 3 ktms we tested for 22

We have a get ecu…and a big bore 480 avail.

@@HPRaceDevelopment for 2023

We've tested basically everything - but to do a true back to back apples to apples shootout is really expensive. Each can of fuel that's even worth any power is 100-200 a can. You have to completely drain the fuel system each fuel - not just the tank - it has to be nearly identical weather conditions so it's "fair" and the tune ups in a real world sense should all be equalized for each fuel's happiest setting, otherwise you are just testing which fuel works best with the tune up in the bike tested. If someone had to hire us to do this plus buy the fuel it would be around 2k for 4 fuels...if not more depending how long it takes to verify all results after initial results were found. I haven't tested any fuel better than vp MR pro6, but I have tested some that match it, ets mx18 k2 was nice, the renegade sx4+ seems good. On the "low end" fuels, such as t4 or u4.4 - I really don't think they are worth the money unless you are in really rare cases - where the bike can't run pump gas for whatever reason. If you can afford 100 bucks a can all the time, the they are more consistent than pump fuel - and that's a plus but the "power" gains aren't big and sometimes they run worse on a the stock tune up (although usually not)

@@HPRaceDevelopment thanks for the detailed response. No love for any Sunoco race fuels?

@@kevinv1036 I have not made good/similar power on their 4t fuels. their 2t 110s and such are all great

@@HPRaceDevelopment I'm not that familiar with Pro 6 so I looked it up on the fuel table, there are 3 listed, which one are you referring to? What about VP MR12 and MRX02? We've run that in small bore road race bikes that were built enough to require the octane and with the oxygenation they seemed to work really well. How are manufactures putting out stock bikes with 14:1 compression and telling guys to run pump gas and not having problems? Ignition timing? If so, seems like there's a lot of power to be had by mapping ignition and then running some better fuel? To be cheap, we do run Sunoco 110 pump gas mixed 50:50 with NE93 :)

@@rfair123 vp mr pro6. Essentially 1 version. The -ht is "high temp" for hot days, such as pro outdoor racing. Has an additive that helps with fuel boiling. Dirtbike engines are nothing like car engines. They have fantastic cylinder and head cooling, excellent ports, and excellent fuel distribution. They also have cams that are extremely "large" with tons of duration. So 14:1 is not the same as 14:1 in other engines. The high dollar fuels make big power gains. They are in fact very low octane. What prevents detonation in "conventional" engines is different than what is required in high rpm engines. Burn speed becomes an important driving factor rather than detonation resisitance.

we posted 22 sxf 350 will post 23 when someone brings it in

Lol, if I publish this and it’s worse…what will I get?

@@HPRaceDevelopment Read motocross action review of it. More hit and feel apparently

@@andreasjonsson8075 they also said for faster riders it might be worse…aka possible less power

I was surprised its so good, but massively better than last model power wise. Thanks for the ride feedback

@@HPRaceDevelopment The 2023 is 2-3hp better in the low-mid range. Dynos have been compared now and yes, it's a bit better mainly thanks to the improved airflow (definitely not due to the engine tilted by 2°). The changes to the engine were related to mass centralization and weight reduction (

@@i4c0gli0ni my dyno clearly shows it to be MUCH stronger everywhere, as posted in this video. I have 10 different ktm450, husky 450 and a couple gas gas 450 bikes that all validate the same data for our 19-22 results. We have runs of other shops mod efforts, all ecus offered on the market, exhaust tests, fuel tests etc. While our shop can easily bridge the power gap to the new bike with simple head work - what we see most places selling and their pricing - says you would spent 2k for ecu and head work to match new motor. Maybe 2k isnt much for you, but Id gladly take the additional power offered from ktm on the new model just as it comes off the showroom with no mods needed. We have a video posted of a 450 mod build that produces just shy of 70 hp, which started in baseline at 52.5 which wasnt shown. Making big power isnt hard on a 450

@@i4c0gli0ni we published a dyno chart of 350 vs 450. not sure what world you live in - but same dyno, same tire, same day, same fuel, and the 22 350 is very close to the peak output of the 22 450. We have validated this result going back years and years. The 350 is down at equal rpms 5-7 but not at peak hp. On our dyno, and all others ive seen, this has always been the case.

​@@HPRaceDevelopment Why so passive-aggressive? 1) "2k isn't much for you" when did I say that? I said the opposite: I compared 2000$ to "spending a lot of money", why are you making up stuff i didn't say? 2) I live in the world where people care about the overall curve and power distribution, not just a 700rpm-wide power peak. 3) I have seen comparisons (both on video and live here in the EU, literally 2 weeks ago) where the difference is what I stated it to be, otherwise I wouldn't have said that. If you want video proof you can lookup "VM Racing" videos where they literally overlap the '22 vs '23 graph as well. Again, is it better at "baseline" setup? Good, that's what everyone waited 1 year for, but what I saw on live dynos, despite certainly being a "good gain" (if you call 3hp "good" on a base of 58), is far from massive. It could be due to the fact that I'm comparing SMR versions from the 2 years, but as far as I know the engines are the same, so not really.

On my dyno new engine is far ahead of old. I think people need to realize what factories race - has no relevancy to what you buy. In Europe the “old” factory engine is nothing like the old engine on the insides…it’s all custom cast, custom made. In usa, it’s the same - but in a “legal” way. The engineers at ktm dont go “backwards”. In every test metric, the new engine is better. The engineers also have full access to the factory engines and the guys developing those, so any “secrets” learned always find their ways to production, just a few years behind. The fact is, there isn’t much room to improve now days, and the proof is when honda can’t hardly make an engine better despite 2 full re designs on their engine and many updates in those two full over hauls. We are near the end of the curve on what’s possible for a consumer reliable pump gas friendly engine on 250’s, and further proof of that is the ktm, kx - are both neck and neck production, along with the yzf being about same in peak performance.

@@HPRaceDevelopment surely these compression ratios especially on the 350sxf at 14.6:1 means pump gas is almost out of the picture these days or is there some other magic at work???

@@tcmx712 Speaking strictly from experience with v8's, more aggressive cam timing lowers DCR and allows higher SCR on pump gas but that obviously moves peak power even higher. I would guess that the only thing left to really make more power is by having a 17k limiter and revving the piss out of it. Street bike engines can do it reliably on pump gas but they're might be some other voodoo at work there. Also, the power curve might be completely useless offroad.

I still run a 23" front wheel 👍

@@tcmx712 It will run pump fuel. Compression ratio on paper vs when running differ, these engines have big cams for what they are lots of overlap, late intake closing. They also have extremely good charge cooling, head cooling, and cylinder cooling vs a car, plus excellent fuel and ingition control.

same engine is sxf in our previous testing - would be same result

This!!!!! 💯

Find me one to dyno… and we will. it wont be as close as the old model was to the old 450. but it will be on par with 22 450

@@HPRaceDevelopment I'd give you mine but I'm in the UK!! 😅

@@123whosthedaddy awe shucks. I'm sure one will come through sooner or later.

@@123whosthedaddy what do you think about the 350? I’ve got 9/10 hrs on mine now and love it.

lol not on our dyno