Great video man! You never fail to entertain. Personally, Carburators are my way to go. I can tune it how I want whenever I want and its always perfect. If you mastered the art of carb tuning, (Assuming nothing else it wrong) you can get any machine to never skip a beat. Sure the convenience and realiability of EFI is much better however, it is just an enjoyable experience seeing a machine go from running mediocre to running perfect. It takes away from why i love the hobby so much.
Another great video. Thank you. I would agree as I run a 15 300EXC with a Lectron and a 23 300SX TBI. Both with high compression heads and the 300SXS CDI in the 15 bike, so pretty similar characters. What the TBI does great is mostly on the PV control, you can have the best of both worlds. It’s also better on the top end than the fixed power jet on the 38HV Lectron. They’re both crisp to ride and both similar on fuel. The TBI edges it a little. The 23 300SX TBI is bang on out the box, I put 35hrs on mine before messing with it. Went with the TSP power kit but found your videos looking for tuning info. Their kit with the head and ERM is good, the MX4 map is crisp, the white map is better (stock one is a bit limp) but I liked the bottom on the stock green map better for the dunes. Their green map will be better at our local 🇦🇪 MX track which is hot dusty hardpack like theirs in Oz. 🇦🇺 Clever stuff all this… for all the clever advancements in four stroke technology… they’ve never made them as fun or interesting as two strokes. 🤭 Keep up the good work and thanks for sharing great content. 😎
Thank you for the video. We have been racing a 2023 in GNCC this year. These races go 2 to 3 hours so the bikes get beat fast. So far its been "OK" but we struggle with constant "codes" flashing. They don't always mean the bike doesn't run but its pretty annoying to see the on the starting line. Will this GET ECU have a way that we could look at and clear these codes? This would help us and our customers greatly. Now the options are to clear are take to KTM dealer or the KTM support tent which can be a real pain. Thank you
I remember when Honda tried using EFi on their 500 Gp road race twostrokes. some friends of mine were on the team and their take on EFi two stokes was in the end to leave the carby on them. There were no performance gains to be had in the end. It could be a tool to get past some emissions or fuel consumption requirements that we don't have in MX but as far as performance and Moto go I believe it makes the bike more expensive to own and operate. The lifecycle of the Bike will be reduced and the resale value drop to zero in 5 or 6 years. The increased purchase prices efi brings plus the running cost and lack of cheap used bikes that entry-level riders usually start with will make this sport smaller in the future. Factory management is pushing for quick profit increases but the long-term effect will be a smaller sport,
The fundamental challenges to efi still havent been solved - which really sucks! not much improvement over 30 years despite the massive processing power increase. Frustrating!
@@HPRaceDevelopment i was going to ask why they don't do direct injection but then I realized the entire intake stream is what lubricates the crank and cylinder.
@@therawlifefamily Athena GET has done a di two stroke project around 10-12 years ago. You just have to inject the oil a different way. But DI will produce considerably less power. Its only advantage is emmissions
Thanks for the great and informative video. We have long suspected that there is a difference in power between bikes, first time i see dyno numbers on it Now GET boxes have started to appear at dealers here in Sweden, I will test it on my son's 125. I wonder how it works with error codes, are they stored in the GET box. Can I read out and reset codes myself? and what happens to the hourmeter when you change the box? Thanks
I hadn't even thought about the hour meter - it likely doesn't work correctly if the bike already had hours because the GET internal hour meter wont have any hours yet. The std GET maps run pretty well on the dyno, but we had track issues that we think we have mostly resolved. EFI will be a very long ongoing challenge! Once the wifi comms are avialable you can read sensors live and read and faults it detects. We might have our own wifi comm soon - testing shortly
Buaght my girl a tc125 same bike having problems with fouling a plug bike runs extremely rich and smokes and spits from idle to mid have you noticed that on these bikes? Dealer says it has the latest ecu update the bike isnt constantly being reved to the moon and cleared out but its ridden hard enough in my opinion that it should not be fouling a plug my yz125 can idle and do slow technical trails all day long with no plug fouling. Is this rich start up somthing you guys adressed and fixed in your preset tunes on the ecu?
yamaha easier to dial in, easier to own ktm will require a few years to be perfect on efi if ever...but is faster with good efi set up like ours than yz
Crazy that the technology was released like this. We bought a very early 2023 TC250 in late 2022. We just came off a 2019TC250 carburetor machine. The 2023 gained weight and made less seat of the pants power. Tried to live with it, but just couldn’t. We were nailing hole shots on the 2019 in the 250 class and the 2023 couldn’t even pull away from a 250 4 stroke. Not competitive at all. Dealer was confident it was running right. Sold it back to them with less than 10 hours on it. Was super bummed. Wish we would have waited to buy that bike until they worked out the bugs or guys like you had these aftermarket ECUs developed.
Consumers "said they wanted it" enough that they spent millions to try and sell it. Im not sure it will ever surpass a good carb - but 2 strokes are really and truly about dead for mx. Offroad wise these are just fine and the vast majority of KTM groups customers.
@@HPRaceDevelopment I get it. It would be outstanding if the racers had a way to petition the AMA to allow a straight 250 class in pro racing (similar to Canada and Australia IIRC) I think most up and coming racers jump to the 250f because they know that ultimately, if they want a chance in the pro ranks, the 250f is the only choice….even though only 40 guys get to line up on a pro MX gate each weekend. We are racing for fun, so we’ll take the light weight, simple rebuilds, and increased HP of the two stroke, just not the TBI one until the bugs are worked out ;)
I think at the pro level people would be sorely dissapointed to see just how fast the 250fs are. Our Pro Bikes aren't quite where the factory ones are (working every day to close that gap) but I'd take our pro level 250f over our best 250 2t's any day on 90 percent of the tracks. Pure sand, or super smooth fast tracks, 250 2t all day baby! I think the TBI will be mostly fine, part of the issue is the "consumer" in many ways. People ride bikes in goofy ways that engineers struggle to comprehend. For example our supercross yz250 we put a rev limiter at 11500 RPM. I figured he would only rarely hit it - and it helped us in sound testing and reliability. NOPE! he hit it all the time. The bike makes like 10 hp at 12k - but he hits it constantly and hated it....@@86rustbucket
The are for sure more fun and excitig than a 4 stroke to ride. I almost think as we progress the sport becomes less fun. Nothing is the same as ripping around the track on a slow 125@@paulmarshall8774
@HPRace,,, I would like to know how long most of these bikes that run the lower HP numbers were ran for in your area.. Question being are these bikes not adjusting their long term trims based fuel quickly because these bikes were first ran in a different elevation / conditons and just have not be run long enough to "Optimize" trims....?
Dirtbikes dont trim like a car. There is no sensor that returns lamda or combustion data to the ecu. The only correction factors off measurement are baro and map sensor and intake air temp, as well as coolant temp. The ecu reads these as its running and adjusts according to its programmed settings to do so. The bike shown here resides here and is ridden here full time… It was just a dud.
I wish the few manufacturers that still make 2-strokes would have just stuck with carburetors or went all the way to direct injection like E-TEC system on Skidoo-snowmobiles….this seems like a step backwards on multiple forefronts…..even upgrading 2-stroke dirt bikes to 90’s moto-GP tech would have been welcomed / appreciated (power jet with variable timing based on TPS and set-counter that adjusts timing maps on the fly), which wouldn’t be as hard to do now, as it was back then.
Honestly dude I work on DI engines everyday of my life as a mechanic and IMO DI is a fuckin pain in the ass. I don't want DI anywhere near my bikes, I don't even really want FI on my 2 strokes to be honest but direct injection is 5x worse.
Looking to run this with 40:1 Motorex, C12, and a fmf pipe and silencer. Is this okay or does that need to be mentioned when ordering? TPS to 4.000v? Video soon on TPS, power valve reset, and throttle points? Should this be checked regularly?
@HPRaceDevelopment Hello! I want to order the GET ECU for my '24 125SX; but have a few questions. Does it come with only your two default maps? And what are the differences between the 2 maps? Also, do you have any maps with Akrapovic slip on and VP T2 racing fuel? And when will the SX1 controller and wi-fi connect be available? Thank you!
We might have our own wifi comm available before GET does from a different project we are involved with. Our maps currently are evolving, t2 we think is a good fit for some maps we have. Only can come with 2 maps - whichever we map it to. Your phone can store as many edits to these maps as you wish.
What about octane i got an mc125 its hard to get 98 around here. Also concern bout plugs getting redish from experience on cars. Or try 91 or 93 as lomg as dont detonate
I feel like if they do find a way to make these efi 2 strokes alot faster then the carb bikes than it would be something inside the engine like a different powervalve design. Which it would also be something that could be put in a carb engine.
EFI wont make the bike faster just because it's EFI. And powervalve designs are already fantastic. Faster 125's already exist in carting - but they haven't made their way to MX
closed loop is what you mean - and it's response time is too slow for one, secondly the readings aren't accurate on a 2 stroke, and thirdly it would kill the sensor in short time with the premix oil. Additionally a 2 stroke doesn't "tune" to a "set" afr@@jamessharp9790
What inputs does the tpi bikes have?is it just mostly intake temp and pressure tps and pvp and coolant temp?is there options to add a 02 censor a chain sensor rear wheel sensor and etc?
@@denniswilder3014 02 on a 2 stroke is about worthless. You can prove me wrong and I would be excited about it… The oem ecu can not be changed for additions
@@HPRaceDevelopment talk to iantomassi race engines. And look at what they build for snocross and cross country race sleds. Yes they are variable clutching but never ever at the same rpms.
@@denniswilder3014 Its not even remotely alike to mx or offroad. Sleds are very much at consistent on the pipe rpms. secondly - what 02 you read is not the 02 that was in the combustion chamber and thats all we care about for tuning. the delay time pending where the sensor is placed is huge, and the closed loop correction time is far too long on an offroad bike to be function. Its too slow for 4 stroke mxers and offroad bikes with fast response accurate ish 02 feedback and correction. The fuel you supply on a 2t via a tb takes over 10 cycles to really be noticed in the chamber - and would likely be 50-70 cycles before an 02 sensor would notice it - if it were accurate which it isnt. Honda has a full sae paper on the subject if you wish to dig into it. The moto gp teams were never able to make efi work better than carbs and for all those reasons plus many more i havent touched on For dyno work you can make an 02 system somewhat functional and create cheat offset tables as to when its accurate and when its not but its not very useful to accomplishing the goal of good running
@@HPRaceDevelopment pipes in snocross are no where near the same pipe temp. The rpms are all over the place just like moto cross. And if things are ever variable in moto cross why do you just post about peak horsepower numbers that only happen in a short rpm range. The new 02 sensors respond just as fast as a servo motor on electric power valves and all the sensors on the efi bikes.
@@denniswilder3014 We report the entire wot curve - not sure what what videos you have watched. You can argue all you want. Go get a sled shop to prove me wrong - as I stated Id be happy to see it.
Am i tripping or does the stock 125 with the get ecu way better than the carbd bike? You said the light blue (you said light green) is a stock bike with get ecu and the green one was the full motor package right? Stock with get made more power up the entire front side no??? Seems like efi IS a better platform???
@@HPRaceDevelopment I see, I thought that was your bike, my fault. Do you see the same trend on the bigger efi bikes like 250 and 300 vs the carbd versions? I imagine the larger bore with the stronger pull on the carb helps fill up the front side of the power curve vs the small bore shown?
I may have jumped to a conclusion but I got the impression they have preprogrammed maps rather than being tunable?? So therefore you cannot optimise the output for a particular bike@@HPRaceDevelopment
You can't do tests on a cold bike. Those bikes must be 165° minimum before they can be ran properly. The computer in the bike adjust according to the temperature. You first start those bikes and start grabbing that throttle you're injecting too much oil into the engine and foulingi the plug. When an engine is cold the bike is being fed extra oil to protect the motor. When it is warmed up it receives less oil. In other words you're drowning the bike. Then trying to say that ECU is better than the stock one. Simply put a temperature gauge on all your bikes get them up to a 165° then do your tests. You will see a massive difference
Thank you have owned 27 two strokes over the years and learned a lot from your video!
Thank you for continuing to educate our community! You are a true Engine Professor!
keep up the good work man, you deserve way more recognition for your amazing videos!
Great video man! You never fail to entertain. Personally, Carburators are my way to go. I can tune it how I want whenever I want and its always perfect. If you mastered the art of carb tuning, (Assuming nothing else it wrong) you can get any machine to never skip a beat.
Sure the convenience and realiability of EFI is much better however, it is just an enjoyable experience seeing a machine go from running mediocre to running perfect. It takes away from why i love the hobby so much.
So much knowledge and so well explained!! Very interesting, thanks 👍
Another great video. Thank you. I would agree as I run a 15 300EXC with a Lectron and a 23 300SX TBI. Both with high compression heads and the 300SXS CDI in the 15 bike, so pretty similar characters.
What the TBI does great is mostly on the PV control, you can have the best of both worlds. It’s also better on the top end than the fixed power jet on the 38HV Lectron. They’re both crisp to ride and both similar on fuel. The TBI edges it a little.
The 23 300SX TBI is bang on out the box, I put 35hrs on mine before messing with it. Went with the TSP power kit but found your videos looking for tuning info.
Their kit with the head and ERM is good, the MX4 map is crisp, the white map is better (stock one is a bit limp) but I liked the bottom on the stock green map better for the dunes. Their green map will be better at our local 🇦🇪 MX track which is hot dusty hardpack like theirs in Oz. 🇦🇺
Clever stuff all this… for all the clever advancements in four stroke technology… they’ve never made them as fun or interesting as two strokes. 🤭
Keep up the good work and thanks for sharing great content. 😎
Cool, a lot of un happy buyers of the new models.
Im sure people will be very happy to hear the good news
Ecu remaps are available in nearly every country! Why spend that much money for this curve? 🙈
Definitely interested in this. Just sent my 23 125sx ecu out to TBI to get tuned, but this sounds like a better package.
Thank you for the video. We have been racing a 2023 in GNCC this year. These races go 2 to 3 hours so the bikes get beat fast. So far its been "OK" but we struggle with constant "codes" flashing. They don't always mean the bike doesn't run but its pretty annoying to see the on the starting line. Will this GET ECU have a way that we could look at and clear these codes? This would help us and our customers greatly. Now the options are to clear are take to KTM dealer or the KTM support tent which can be a real pain. Thank you
I remember when Honda tried using EFi on their 500 Gp road race twostrokes. some friends of mine were on the team and their take on EFi two stokes was in the end to leave the carby on them. There were no performance gains to be had in the end. It could be a tool to get past some emissions or fuel consumption requirements that we don't have in MX but as far as performance and Moto go I believe it makes the bike more expensive to own and operate. The lifecycle of the Bike will be reduced and the resale value drop to zero in 5 or 6 years. The increased purchase prices efi brings plus the running cost and lack of cheap used bikes that entry-level riders usually start with will make this sport smaller in the future. Factory management is pushing for quick profit increases but the long-term effect will be a smaller sport,
The fundamental challenges to efi still havent been solved - which really sucks! not much improvement over 30 years despite the massive processing power increase. Frustrating!
@@HPRaceDevelopment i was going to ask why they don't do direct injection but then I realized the entire intake stream is what lubricates the crank and cylinder.
@@therawlifefamily Athena GET has done a di two stroke project around 10-12 years ago. You just have to inject the oil a different way.
But DI will produce considerably less power. Its only advantage is emmissions
I know its not your stuff, but i would really like to see a ktm exc vs. sx comparison.
Thanks for the great and informative video. We have long suspected that there is a difference in power between bikes, first time i see dyno numbers on it
Now GET boxes have started to appear at dealers here in Sweden, I will test it on my son's 125. I wonder how it works with error codes, are they stored in the GET box. Can I read out and reset codes myself? and what happens to the hourmeter when you change the box? Thanks
I hadn't even thought about the hour meter - it likely doesn't work correctly if the bike already had hours because the GET internal hour meter wont have any hours yet. The std GET maps run pretty well on the dyno, but we had track issues that we think we have mostly resolved. EFI will be a very long ongoing challenge! Once the wifi comms are avialable you can read sensors live and read and faults it detects. We might have our own wifi comm soon - testing shortly
Have you done any mapping for the 23+ 300SX TBI?
Buaght my girl a tc125 same bike having problems with fouling a plug bike runs extremely rich and smokes and spits from idle to mid have you noticed that on these bikes? Dealer says it has the latest ecu update the bike isnt constantly being reved to the moon and cleared out but its ridden hard enough in my opinion that it should not be fouling a plug my yz125 can idle and do slow technical trails all day long with no plug fouling. Is this rich start up somthing you guys adressed and fixed in your preset tunes on the ecu?
For a Vet rider looking for a second bike, what 2024 125 would be a better platform to build upon? Yamaha or Ktm? Great Video!
yamaha easier to dial in, easier to own
ktm will require a few years to be perfect on efi if ever...but is faster with good efi set up like ours than yz
Crazy that the technology was released like this. We bought a very early 2023 TC250 in late 2022. We just came off a 2019TC250 carburetor machine. The 2023 gained weight and made less seat of the pants power. Tried to live with it, but just couldn’t. We were nailing hole shots on the 2019 in the 250 class and the 2023 couldn’t even pull away from a 250 4 stroke. Not competitive at all. Dealer was confident it was running right. Sold it back to them with less than 10 hours on it. Was super bummed. Wish we would have waited to buy that bike until they worked out the bugs or guys like you had these aftermarket ECUs developed.
Consumers "said they wanted it" enough that they spent millions to try and sell it. Im not sure it will ever surpass a good carb - but 2 strokes are really and truly about dead for mx. Offroad wise these are just fine and the vast majority of KTM groups customers.
@@HPRaceDevelopment I get it. It would be outstanding if the racers had a way to petition the AMA to allow a straight 250 class in pro racing (similar to Canada and Australia IIRC) I think most up and coming racers jump to the 250f because they know that ultimately, if they want a chance in the pro ranks, the 250f is the only choice….even though only 40 guys get to line up on a pro MX gate each weekend. We are racing for fun, so we’ll take the light weight, simple rebuilds, and increased HP of the two stroke, just not the TBI one until the bugs are worked out ;)
I also had a 19 Tc250, that was one fast bike and I’ve had quite a few! Gone to a 350 Ktm but I do miss the 2 stroke experience
I think at the pro level people would be sorely dissapointed to see just how fast the 250fs are. Our Pro Bikes aren't quite where the factory ones are (working every day to close that gap) but I'd take our pro level 250f over our best 250 2t's any day on 90 percent of the tracks. Pure sand, or super smooth fast tracks, 250 2t all day baby! I think the TBI will be mostly fine, part of the issue is the "consumer" in many ways. People ride bikes in goofy ways that engineers struggle to comprehend. For example our supercross yz250 we put a rev limiter at 11500 RPM. I figured he would only rarely hit it - and it helped us in sound testing and reliability. NOPE! he hit it all the time. The bike makes like 10 hp at 12k - but he hits it constantly and hated it....@@86rustbucket
The are for sure more fun and excitig than a 4 stroke to ride. I almost think as we progress the sport becomes less fun. Nothing is the same as ripping around the track on a slow 125@@paulmarshall8774
@HPRace,,, I would like to know how long most of these bikes that run the lower HP numbers were ran for in your area.. Question being are these bikes not adjusting their long term trims based fuel quickly because these bikes were first ran in a different elevation / conditons and just have not be run long enough to "Optimize" trims....?
Dirtbikes dont trim like a car. There is no sensor that returns lamda or combustion data to the ecu. The only correction factors off measurement are baro and map sensor and intake air temp, as well as coolant temp. The ecu reads these as its running and adjusts according to its programmed settings to do so.
The bike shown here resides here and is ridden here full time… It was just a dud.
I wish the few manufacturers that still make 2-strokes would have just stuck with carburetors or went all the way to direct injection like E-TEC system on Skidoo-snowmobiles….this seems like a step backwards on multiple forefronts…..even upgrading 2-stroke dirt bikes to 90’s moto-GP tech would have been welcomed / appreciated (power jet with variable timing based on TPS and set-counter that adjusts timing maps on the fly), which wouldn’t be as hard to do now, as it was back then.
Honestly dude I work on DI engines everyday of my life as a mechanic and IMO DI is a fuckin pain in the ass. I don't want DI anywhere near my bikes, I don't even really want FI on my 2 strokes to be honest but direct injection is 5x worse.
And with a greater deal of accuracy.
Looking to run this with 40:1 Motorex, C12, and a fmf pipe and silencer. Is this okay or does that need to be mentioned when ordering? TPS to 4.000v? Video soon on TPS, power valve reset, and throttle points? Should this be checked regularly?
we can do a video on that although its for our clients not our youtube audience
Is this ecu out for the new ktm300sx? Thanks for these videos
Not officially released but in testing and out shortly
Hi. Is this ecu ok to use straight out the box if i’m running a pipe and head insert as well or will it need to be mapped accordingly?
Many thanks
We map ours uniquely vs an off the shelf get even for stock engines - and custom to each clients bike when ordered from us. thx for asking
@HPRaceDevelopment Hello! I want to order the GET ECU for my '24 125SX; but have a few questions. Does it come with only your two default maps? And what are the differences between the 2 maps? Also, do you have any maps with Akrapovic slip on and VP T2 racing fuel? And when will the SX1 controller and wi-fi connect be available? Thank you!
We might have our own wifi comm available before GET does from a different project we are involved with. Our maps currently are evolving, t2 we think is a good fit for some maps we have. Only can come with 2 maps - whichever we map it to. Your phone can store as many edits to these maps as you wish.
What about octane i got an mc125 its hard to get 98 around here. Also concern bout plugs getting redish from experience on cars. Or try 91 or 93 as lomg as dont detonate
We have seen lots of blown up bikes from poor fuel quality. Red color can be from dyes, premix, or things in the fuel
@@HPRaceDevelopment what would be a recomendation im planning after some hours buy u guys product. What fuel to run? Or what octane booster
How soon before you develop a carb conversion with the get ecu?
Would use OEM ECU for that...it's been in the works but not sure people will actually love the result
I feel like if they do find a way to make these efi 2 strokes alot faster then the carb bikes than it would be something inside the engine like a different powervalve design. Which it would also be something that could be put in a carb engine.
EFI wont make the bike faster just because it's EFI.
And powervalve designs are already fantastic. Faster 125's already exist in carting - but they haven't made their way to MX
@HPRaceDevelopment interesting, ive always thought 2 strokes in motocross always had the latest tech.
@@HPRaceDevelopmentwhat are your thoughts on a loop system with an O2 sensor ? Any reason why it wasn’t done that way that you could determine .
closed loop is what you mean - and it's response time is too slow for one, secondly the readings aren't accurate on a 2 stroke, and thirdly it would kill the sensor in short time with the premix oil. Additionally a 2 stroke doesn't "tune" to a "set" afr@@jamessharp9790
Not even close@@adriangalvez5104
What did the GET Ecu do to the torque numbers?
anywhere power is increased torque is as well. torque is and hp are a function of one another
What inputs does the tpi bikes have?is it just mostly intake temp and pressure tps and pvp and coolant temp?is there options to add a 02 censor a chain sensor rear wheel sensor and etc?
@@denniswilder3014 02 on a 2 stroke is about worthless. You can prove me wrong and I would be excited about it…
The oem ecu can not be changed for additions
@@HPRaceDevelopment talk to iantomassi race engines. And look at what they build for snocross and cross country race sleds. Yes they are variable clutching but never ever at the same rpms.
@@denniswilder3014 Its not even remotely alike to mx or offroad. Sleds are very much at consistent on the pipe rpms. secondly - what 02 you read is not the 02 that was in the combustion chamber and thats all we care about for tuning. the delay time pending where the sensor is placed is huge, and the closed loop correction time is far too long on an offroad bike to be function. Its too slow for 4 stroke mxers and offroad bikes with fast response accurate ish 02 feedback and correction. The fuel you supply on a 2t via a tb takes over 10 cycles to really be noticed in the chamber - and would likely be 50-70 cycles before an 02 sensor would notice it - if it were accurate which it isnt. Honda has a full sae paper on the subject if you wish to dig into it. The moto gp teams were never able to make efi work better than carbs and for all those reasons plus many more i havent touched on
For dyno work you can make an 02 system somewhat functional and create cheat offset tables as to when its accurate and when its not but its not very useful to accomplishing the goal of good running
@@HPRaceDevelopment pipes in snocross are no where near the same pipe temp. The rpms are all over the place just like moto cross. And if things are ever variable in moto cross why do you just post about peak horsepower numbers that only happen in a short rpm range. The new 02 sensors respond just as fast as a servo motor on electric power valves and all the sensors on the efi bikes.
@@denniswilder3014 We report the entire wot curve - not sure what what videos you have watched. You can argue all you want. Go get a sled shop to prove me wrong - as I stated Id be happy to see it.
Am i tripping or does the stock 125 with the get ecu way better than the carbd bike? You said the light blue (you said light green) is a stock bike with get ecu and the green one was the full motor package right? Stock with get made more power up the entire front side no??? Seems like efi IS a better platform???
It is mostly better than the mod carb bike. But depending how you ride - may or may not like where the power is placed.
Now it's not as good as shown as OUR mod carb bike - but we havent published how that runs
@@HPRaceDevelopment I see, I thought that was your bike, my fault. Do you see the same trend on the bigger efi bikes like 250 and 300 vs the carbd versions? I imagine the larger bore with the stronger pull on the carb helps fill up the front side of the power curve vs the small bore shown?
@@googlesucks3520 The front side power differences are not due to carb vs efi. porting, pipe, and cdi/ignition values. our carb model makes same front
@@HPRaceDevelopment I see, thanks man 🙏
Does this ecu exclude a rider from the stock class?
Yes
@@HPRaceDevelopment figured so, thanks
@@thedirtdigger5990what stock classes are there for a 125? I’m yet to see a 125 limited class. You can run this ECU in 125C
@@Fratelli88 i believe national races have a stock class?? Im not sure to be honest
Where do I get one
www.hpracedevelopment.com
how can it be optimal if they are preset maps
What do you mean.
I may have jumped to a conclusion but I got the impression they have preprogrammed maps rather than being tunable?? So therefore you cannot optimise the output for a particular bike@@HPRaceDevelopment
@@johnnycomelately6341 what has pre programmed maps
@@HPRaceDevelopmenti think he is asking, is the get ecu in the video stock maps from the factory, or are they your custom maps? I could be wrong.
You can't do tests on a cold bike. Those bikes must be 165° minimum before they can be ran properly. The computer in the bike adjust according to the temperature. You first start those bikes and start grabbing that throttle you're injecting too much oil into the engine and foulingi the plug. When an engine is cold the bike is being fed extra oil to protect the motor. When it is warmed up it receives less oil. In other words you're drowning the bike. Then trying to say that ECU is better than the stock one. Simply put a temperature gauge on all your bikes get them up to a 165° then do your tests. You will see a massive difference
We don't do tests on cold bikes
Thats low hp for a dirtbike ill hang onto my 450f
If I beat you in an mx race on a 125 would that change your mind?