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18 Posts
Finally have some numbers and an idea on this bikes true potential once derestricted!
This is copied from the BT Moto website
The graphs below represents a 2021 HONDA CBR1000RR-R SP1 with an aftermarket exhaust and air filter. You can see the power get extremely “jerky” in the low and mid-range RPM. If you look at the below power graph you can clearly see the issue. Without proper tuning the AFR (air/fuel ratio) spikes to 16:0:1 (with AIS clamped). Something this lean (lack of proper fueling) is actually harmful to your motorcycle and may damage engine components after extended use. The Honda in particular is EXTREMELY sensitive to fuel changes, up or down and drastically reduces or adds power based off its fuel mixture.
Test bike: 2021 Honda CBR1000RR-R SP
Owner: 650ib
Modifications: P08 Filter/Akrapovic header
Graph 1 (Stock Tuning):
Below is the stock dyno chart for US and EURO. The bike runs a 16:0:1 to 15:0:1 AFR (air/fuel ratio) mixture with these Akrapovic header modifications on the factory map and knocks / pings as a result in the bottom end of the RPM range. Increasingly more runs and heat will make the bottom even worse as it lost more power every run and struggled to pass 6,000RPM without an audible misfire. This is the best cold run we could produce on our in-house Dynojet. Peak numbers mean very little here because of the large bottom end losses.
US STOCK: 167whp / 75wtq
EURO STOCK: 188whp / 80wtq
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Graph 2 (US vs Stage 1 Tuning):
Below is the US stock dyno chart vs our tune file for pump gas. The bikes mixtures were corrected to make power and peak performance, throttle was de-restricted, timing was optimized, and the rev limiter was slightly raised. This bike is 4 mode tuned Alpha-N from idle to redline at all throttle positions. Most importantly the top speed limiter of 182MPH (which includes all Euro bikes as well) was removed so the bike can make use of 5th and 6th gear where it normally topped out at the top of 4th.
The engine no longer struggles and makes consistent power, over and over at this level.
US STOCK: 167whp / 75wtq
BT MOTO STAGE 1: 196whp / 82wtq
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Graph 3 (EURO vs Stage 1 Tuning):
Below is the EURO stock dyno chart vs our Stage 1 tuning. The EURO bike still runs a 16:0:1 to 15:0:1 AFR mixture with the Akrapovic header modifications on the factory map and knocks / pings as a result in the bottom end of the graph. Increasingly more runs and heat will make the bottom even worse and it lost more power every run, struggling to pass 6,000RPM without an audible misfire. There are a bunch of changes in the European model, but what most people are interested is the European throttle is 100% open past 9,500. The European models have an even lower speed limiter than the US bikes! Now don’t be fooled, this has its own set of issues so this is barely an upgrade for the US bikes. We will offer an EU file with our changes as well, most importantly the top speed portion and fueling.
EURO STOCK: 188whp / 80wtq
BT MOTO STAGE 1: 196whp / 82wtq
![]()
Graph 4 (VP MR12 Testing):
Below is the stock dyno chart vs. our tune file for pump gas vs. our tune file for VP MR12. The bikes mixtures were corrected to power making levels for MR12, nothing else was changed for now and these were the natural gains showing the bike is octane rated.
BT MOTO STAGE 1 WITH VP MR12: 206whp / 87wtq
BT MOTO STAGE 1: 196whp / 82wtq
US Stock Tuning: 167whp / 75wtq
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All in-house testing performed with 93 octane pump gas, unless otherwise stipulated. Different modifications and dynometers may make different power. Usage of a lower octane will yield smaller power gains. All power is measured from the wheel and not the crankshaft, whp (wheel horsepower) and wtq (wheel torque)
This is copied from the BT Moto website
The graphs below represents a 2021 HONDA CBR1000RR-R SP1 with an aftermarket exhaust and air filter. You can see the power get extremely “jerky” in the low and mid-range RPM. If you look at the below power graph you can clearly see the issue. Without proper tuning the AFR (air/fuel ratio) spikes to 16:0:1 (with AIS clamped). Something this lean (lack of proper fueling) is actually harmful to your motorcycle and may damage engine components after extended use. The Honda in particular is EXTREMELY sensitive to fuel changes, up or down and drastically reduces or adds power based off its fuel mixture.
Test bike: 2021 Honda CBR1000RR-R SP
Owner: 650ib
Modifications: P08 Filter/Akrapovic header
Graph 1 (Stock Tuning):
Below is the stock dyno chart for US and EURO. The bike runs a 16:0:1 to 15:0:1 AFR (air/fuel ratio) mixture with these Akrapovic header modifications on the factory map and knocks / pings as a result in the bottom end of the RPM range. Increasingly more runs and heat will make the bottom even worse as it lost more power every run and struggled to pass 6,000RPM without an audible misfire. This is the best cold run we could produce on our in-house Dynojet. Peak numbers mean very little here because of the large bottom end losses.
US STOCK: 167whp / 75wtq
EURO STOCK: 188whp / 80wtq
Graph 2 (US vs Stage 1 Tuning):
Below is the US stock dyno chart vs our tune file for pump gas. The bikes mixtures were corrected to make power and peak performance, throttle was de-restricted, timing was optimized, and the rev limiter was slightly raised. This bike is 4 mode tuned Alpha-N from idle to redline at all throttle positions. Most importantly the top speed limiter of 182MPH (which includes all Euro bikes as well) was removed so the bike can make use of 5th and 6th gear where it normally topped out at the top of 4th.
The engine no longer struggles and makes consistent power, over and over at this level.
US STOCK: 167whp / 75wtq
BT MOTO STAGE 1: 196whp / 82wtq
Graph 3 (EURO vs Stage 1 Tuning):
Below is the EURO stock dyno chart vs our Stage 1 tuning. The EURO bike still runs a 16:0:1 to 15:0:1 AFR mixture with the Akrapovic header modifications on the factory map and knocks / pings as a result in the bottom end of the graph. Increasingly more runs and heat will make the bottom even worse and it lost more power every run, struggling to pass 6,000RPM without an audible misfire. There are a bunch of changes in the European model, but what most people are interested is the European throttle is 100% open past 9,500. The European models have an even lower speed limiter than the US bikes! Now don’t be fooled, this has its own set of issues so this is barely an upgrade for the US bikes. We will offer an EU file with our changes as well, most importantly the top speed portion and fueling.
EURO STOCK: 188whp / 80wtq
BT MOTO STAGE 1: 196whp / 82wtq
Graph 4 (VP MR12 Testing):
Below is the stock dyno chart vs. our tune file for pump gas vs. our tune file for VP MR12. The bikes mixtures were corrected to power making levels for MR12, nothing else was changed for now and these were the natural gains showing the bike is octane rated.
BT MOTO STAGE 1 WITH VP MR12: 206whp / 87wtq
BT MOTO STAGE 1: 196whp / 82wtq
US Stock Tuning: 167whp / 75wtq
All in-house testing performed with 93 octane pump gas, unless otherwise stipulated. Different modifications and dynometers may make different power. Usage of a lower octane will yield smaller power gains. All power is measured from the wheel and not the crankshaft, whp (wheel horsepower) and wtq (wheel torque)
