The main fan of the measuring device was not running. This fan is always used during bench tests to mitigate engine heat.
It was a hot and humid morning in July 2021. I was testing an early prototype of the microreactor on a BMW F900XR. The vehicle's power mode was set to Normal. This test became the starting point for the development that later led to the GLi model, the ZF series, and the ZF-R series.
Three measurements before installation. Cooling relied solely on the vehicle's fan
First, I performed three measurements without the prototype installed. However, the main fan of the measuring device, which must be turned on to cool the engine, was not operating. This was not at our request, but a malfunction that occurred during measurement. We were forced to rely solely on the vehicle's own built-in fan for cooling.
After completing the measurements before installation, I installed the prototype. Usually, we wait about 30 minutes after installation, but on this day, we proceeded to take measurements just 5 minutes after the installation work.
With high midsummer humidity, insufficient cooling, and a vehicle subjected to repeated testing, I expected the figures to drop due to the effects of heat. The results shown on the graph were the opposite.
The difference in maximum output captured on the graph
The maximum output before installation was 82.03 PS, and after installation, it was 83.48 PS. The difference in the displayed values was 1.45 PS, or approximately 1.8%. This is a comparison of the maximum values for each measurement shown on the graph, not an average of the three measurements taken before installation.
I will not say "effectiveness has been proven"
This test was not a comparative trial with perfectly controlled conditions. Since the main fan of the measuring device was not operating, the influence of the cooling conditions cannot be isolated. The specific temperature and humidity figures, as well as the detailed conditions for each run, cannot be confirmed from this graph alone. Therefore, one cannot conclude that the 1.45 PS difference is entirely due to the prototype.
Even so, the maximum output increased just five minutes after installation, despite repeated measurements under inadequate cooling. This was a result contrary to my expectations. For me, it served as a reason not to stop the development here, but to test the next configuration.
After the measurements, I rode the vehicle back and performed an oil change. The condition of the drained oil was not good. Including the condition of the vehicle, I cannot call this an ideal test. I am sharing these circumstances transparently.
From this prototype to GLi, ZF, and ZF-R
The 2021 prototype is not the same as the current ZF series or the made-to-order ZF-R series sold today. Since then, we have revised the configuration and materials through repeated prototyping. Moving through the GLi model to the ZF and ZF-R series, that day's measurement of the BMW F900XR remains one of the starting points of that development.
I do not intend to present the figure of 83.48 PS as a performance metric for the current model. What I saw that day was not the final answer of a finished product, but a sign that "there is value in testing further."
Choosing the current ZF series
This record does not guarantee that the same output difference will be achieved with current products. Please choose your current product based on the vehicle it will be installed in and how it will be used.
- For motorcycles, compact cars, or those considering installation in tight spaces: Microreactor ZF-4
- For those seeking a standard model suitable for everything from compact cars to large passenger vehicles: Microreactor ZF-5
- For those seeking a more active driving feel: Microreactor ZF-7
Please also read about the development background and differences between the ZF/ZF-R series models. Information on how to interpret test records is summarized under Research & Development.