The objective of this test was to try to reflect the generally very positive change in engine characteristics that are perceived by the drivers on the tracks in a Dynojet acceleration bench. MP Racing in Billesholm was responsible for that impartial BHP test (www.mp-racing.se).

Test-motorcycles have been equipped with BHP for a long time and with a number of positive changes in engine character sequence (the gas response, acceleration, force, etc.) requirements for the test was to restore the motorcycles to the standard that is
dismantle BHP-kit and use the rec. standard plugs to make first tests. Then refit BHP kit and Iridium spark plugs as rec. in connection with the BHP and  do tests to note deviations against the standard provided.

All spark plugs used in the tests were unused and new.
BHP kit used in the test was BHP PRO.

Presented the test chart is no attempt to obtain a maximum performance of BHP, but only a reference test with motorcycles taken directly from the track with BHP mounted and pristine settings in the carburettor at the test.
(See photos, film from the test under: Project Pictures, Movies in the menu)

This bench test was focused on the 2-stroke engines and with the following models:

* Suzuki RM 85 -2004 (Download PDF)
* Suzuki RM 125 -2007 (Download PDF)
* Suzuki RM 250 -2003 (Download PDF)


A summary of test results after runs of the MC model can be described as follows:

With BHP shortened acceleration time on the engine / mc `n, ie the time it takes from a specified start-up speed (4 alt 6000 rpm) when the test is initiated and until the engine leaves the max power / torque.
This is a direct reflection of the bench that the engine experienced "rappers" and drag / accelerate better in each gear with BHP on the track.
The graphs presented demonstrate the relationship of power and accelerationstid, standard against BHP provided.
This is a simple and clear way to present ev. changes that can be created in testing of motorcycles in acceleration bench.

With BHP also provides the engine more power and torque earlier in a relationship to the time that the acceleration time. See marker for the 85cc engine is the standard test which leaves 11.6 HK after 4 sec. against the BHP engine which leaves 16.9 HK.
A effektökning of about 45% in this case after 4 sec.
This effektökning varies with engine conditions in connection with the BHP. We recommend that a new bestyckning the carburettor should be made when mounting the BHP, to get out of this so-called combustion optimization created.

Furthermore, significantly in the bench is the immediate effect of the increase as 85, 125cc shows where the effect increases with BHP at surcharge of full throttle when the test is initiated. (see marking on charts 85 respectively. 125cc)

This is a reflection of the engine immediate gas-response and goodwill to directly provide a higher initieringseffekt at the gas surcharge.
Then bench run only in a switch from a given speed until the engine stops accelerating, it will, unfortunately, this deviation is towards the days when changing takes place several times during a relatively short time at acceleration.
The advantage of the track is consequently that the engine makes a higher "response" effect every time is changing (gas surcharge) and provide a better acceleration.

When tests showed the engines clearly a tendency to go slightly colder thanks to the more complete combustion.


BHP optimize combustion by including a more rapid initiation and a more complete combustion which also makes the engine "rappers" and allows for improvement in terms of acceleration and to provide more power / torque earlier.
A more complete combustion leaving even less "residue" as soot and coatings that will benefit the engine life and service intervals.
Engine oil stays clean for a longer period (4-stroke), the engine consumes less fuel.

With BHP is not focused on increasing the maximum power / torque a significant but the primary is to change the engine character and register positive and through this increase the power and turn in a relationship to the acceleration time and a maximum "off-effect" at gaspåslag (gasrespons )
This gives a biker who always respond quickly to the gas and have a better acceleration.

At the next execution of Dynojetbänk we will also focus on obtaining maximum performance with BHP then we will make changes in bestyckning of carburettors. We will then test the 4-stroke motorcycle.

Short Review from MP Racing:

I see a positive change of accelerationstid, gas response with BHP. A power and range of torque increase over accelerationstid. More efficient combustion means that the engine tends to get colder.
For maximum efficiency of BHP, I recommend that an adjustment of the carburettor should be made in connection with the installation.

Mats Pettersson, MP Racing 090307