Steady state tuning is done by varying the load on the engine to access all of the data points (cells) for the VE table. We start at 0% throttle and go all the way to 100% 1000 RPM to redline, thus all of the map is tuned. Just putting the bike in 4th or 5th gear and pinning the throttle open only gives reverence to the 100% column and does nothing for low/midrange or driveability .

A motorcycle should run great at 10 mph as well as at 100 mph. What good is a motorcycle that makes awesome horsepower but snorts, coughs, and sneezes when coming around that slow corner?

In this manner, a custom map is developed for your bike that represents the best settings everywhere to realize optimum power output. The map is unique to your bike and won’t likely do your buddy’s bike much good, even if it has an identical list of aftermarket components.


We consider the best AFR to be that which produces the most power. We don’t pick an arbitrary or theoretically correct number to target. We do multiple AFR adjustments and dyno tests to determine the best AFR/power setting for each throttle opening, RPM, and load condition. In other words, we set the AFR where the best power and driveability are realized; and we know what those numbers are by measuring the effect immediately on the dyno.

Contrast this to the method utilized during a typical Dynojet tuning session where operators are taught to target a particular AFR throughout the power band. This may be the chemically correct AFR necessary to achieve a more complete combustion of gasoline, but it’s rarely where optimum power and best driveability are developed. It works well for closed-loop systems on vehicles trying to achieve better fuel mileage and lower hydrocarbon emissions.