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Target Tune FAQ’s


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What is Target Tune? 

  • Target Tune is a product that uses a control module and 2 Bosch wideband AFR / Lambda sensors. It uses the existing closed loop, adaptive fuel control strategy in your Delphi ECM, but with changes made to the calibration to allow your ECM to use the wideband sensors. In order for the system to work, you must have a calibration flashed to your bike with the various edits required to make it work. At this time only a Certified Power Vision Tuning Center, or a Dynojet technical representative can make those edits.

So my ECM is now able to use wideband o2 sensors and fix-up my tune on the fly?

  • Yes, your ECM has now been transformed and is allowed to read and manage wideband o2 sensors, and more importantly, use them for closed loop control on your fuel table.

What should I expect?

  • Your bike will immediately run better once the various thresholds to allow closed loop fuel control are met, things like engine temp, etc. It will immediately run at the target AFR or Lambda defined in your calibration’s fuel table even if your VE tables are not perfect.

Once Target Tune is installed and I have the correct version of my calibration flashed, what do I do?

  • Enjoy the ride with newfound power and torque, and the satisfaction knowing you have the most sophisticated tuning solution available for Harley-Davidson motorcycles.

Can I make changes to my tune?

  • Yes, all the regular tuning parameters that are exposed to you in WinPV are still available.

So if I change the values in my fuel table, my bike will actually run at those AFR or Lambda values?

  • Yes. Your tuner, or Dynojet would have set up your fuel table for best results, but you can edit these values to suit your needs.

Why does Target Tune not seem to be working? Why I am getting errors on the bike after installing Target tune?

  • You have to be using the newest desktop software, firmware, and tune database for Target Tune to function. Using old versions of any of these will keep Target Tune from functioning.

Can I use the Target Tune module for the AutoTune process?

  • Yes, the Target Tune module will work for the AutoTune function. Be sure to select the correct mode, “Dynojet Target Tuner Wideband Kit” when starting an Autotune session.


Will Target Tune make adjustments in the tune that I can see?

  • No. At this point only those users with special credentials, like Certified Power Vision Tuners, can make the necessary calibration changes to make Target Tune function. That being said, unless you have these special credentials you will not be able to “see” the calibration changes in WinPV. Once the necessary edits are made to your calibration, and the Target Tune is fitted to the bike, you are ready to go. The ECM will use the information provided by the Target Tune system to make adjustments to the short and long term trim fields in the ECM of the bike, while you ride. These fields are not found when you look at the tune in WinPV.

How can I turn off Target Tune?

  • You can load a tune that doesn’t have Target Tune enabled, or you can use Quick Tune to turn off closed loop.

What is the adjustment range for Target Tune?

  • Target Tune can subtract 30%, and add 40% fuel to a tune. Your tuner can adjust these values if need be,

How can I tell if Target Tune is working?

  • At any given operating condition there is an AFR, or Lambda value the ECM is trying to achieve. Using the fuel table as a reference, you can simply monitor the real time AFR or Lambda on your Power Vision while riding, or create a datalog to verify. There are also other channels that can be monitored, or logged that would give you an indication that Target Tune is online and the ECM is using it accordingly.

How do I setup the channels?

  • Select “Datalog” from the main menu, then “Gauges”. Select the style of gauges you’d like to work by scrolling left or right. Tap the gauge to assign a channel, and the “Set Gauge Properties” dialog will appear. Tap the field that says “None” and then choose the source and the channel you’re interested in. You’ll also need to change from “Basic Signals” to “Advanced Signals” by tapping the “Change” button.


To monitor AFR or Lambda from the Target Tune:

  • Remember, with Target Tune fitted to the bike the wideband values are now part of the ECM’s internally calculated channels (Signal Source = Vehicle). When using Autotune Pro, the wideband values are external to the ECM and simply sent via the Dynojet CAN cable to the Power Vision (Signal Source = Dynojet).
  • Choose “Vehicle” from the “Select Signal Source” screen. You’ll see “WBO2 AFR Front” (and Rear), along with “WBO2 LAMBDA Front” (and Rear).


  • Like any “closed loop calibration”, the Closed Loop Integrator (CLI) should be active during normal riding conditions. This value should constantly swing up and down constantly, where the value of 100 is the “pivot point”. If you see a value of 103, that means the ECM had to add 3% to the respective front or rear cylinder VE table in order to achieve the target AFR or Lambda. Conversely, the value of 97 would indicate the ECM had to subtract 3% to the respective front or rear cylinder VE table in order to achieve the target AFR or Lambda. To view these channels, assign them to a gauge. You’re looking for “Front Closed Loop Integrator” and “Rear Closed Loop Integrator”.


  • If you have Adaptive Fuel enabled in your calibration, then you should also notice Adaptive Fuel Factor (AFF) change over time. These values will move, or change much slower than the CLI. Similar to the CLI values. If you see a value of 103, that means the ECM had to add 3% to the respective front or rear cylinder VE table in order to achieve the target AFR or Lambda. Conversely, the value of 97 would indicate the ECM had to subtract 3% to the respective front or rear cylinder VE table in order to achieve the target AFR or Lambda. To view these channels, assign them to a gauge. You’re looking for “Front Adaptive Fuel Factor” and “Rear Adaptive Fuel Factor”

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Do the Adaptive Fuel Factors get committed to my calibration?

  • No, however they are used by the ECM to calculate the final amount of fuel to be delivered at a certain operating condition. The AFF values are used by the ECM until you clear them via the Power Vision function “Reset Fuel Trim”. These values are effectively applied to the base VE tables in your calibration by the ECM, however they are NOT committed to the calibration itself. To properly “fix” your calibration, you would need to use the Autotune process and select the proper mode (“Dynojet Target Tuner Wideband Kit”).

How does Target Tune AutoTune process work?

  • Utilizing the Target Tune AFR data and other data from the H-D OEM data bus, the Power Vision can automatically fix the deviation between the AFR or Lambda as defined in the fuel table of your calibration and the actual AFR or Lambda by adjusting the VE tables. The data is learned in real time, but processing the data and adjusting the tune is done in an “offline state” (key on/engine off). After the data is collected, the Power Vision can process the data, correct the tune, and then re-flash the corrected tune into the ECM. You’ve effectively corrected the VE tables to ensure the AFR or Lambda you ask for (in your calibration) is what you get (as measured by the wideband o2 sensors). Once you exit the Autotune mode you’ll be back to using your full-time, Target Tune closed loop calibration.

What happens if there is a problem with Target Tune?

  • The OEM diagnostic system is still fully functional, and in the event there was an issue a DTC would be set. You can use the Power Vision to read the DTC like normal. If the module, sensor, or harness were to fail the ECM would transition into open loop, just like if your OEM narrowband sensor were to fail.

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Founder of SCT Explains Why He Prefers Dynojet Dynamometers


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Chris Johnson, founder of SCT, talks about his experience with the Dynojet Dynamometers. From repeatability to the lack of maintenance, SCT & JMS relies heavily on Dynojet for their services. -Power TV

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2012 Honda CBR600RR Project Bike 1


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(Above) We sourced LighTech controls mated to Renthal grips and CRG brake and clutch levers. (Below) The LighTech rearsets offer lots of adjustment in terms of footpeg position and shift and brake pedal length.Honda left a void in the American road racing scene after it exited AMA road racing competition a few years back. Its decision affected more than the pro ranks and fans, also resulting in a noticeable drop in the number of Hondas on the grids of regional amateur and club races. Was it because Big Red’s line of CBR sportbikes lacked performance to compete at a grass roots level? To find out, we went about the business of converting a street-legal Honda CBR600RR into a dedicated road racer.

Over the last decade or so, the evolution of sportbike design has advanced so much that it makes it challenging for some of us to do the necessary modifications at home. So rather than scream cuss words while fumbling around the garage, we enlisted the savvy of Jett Tuning, a Southern California-based motorcycle performance shop.

Due to a riding mishap I had at the track earlier in the year I handed over the CBR already crashed. (Hey, at least I got it out of the way). Fortunately, it was a simple low slide tip-over and the bike didn’t roll or flip so the damage was minimal aside from bodywork and controls.

After peeling away the scraped fairings, Jett replaced some of the broken hard parts. New clip-on style handlebars and foot controls were sourced from LighTech (distributed by Canadian company OPP Racing). The components are fabricated from aluminum and feature an anodized black coating. The rearsets also offer full adjustment in terms of footpeg position and brake and shift lever length and height. We also installed LighTech frame sliders, swingarm spools, and chain adjusters, plus a red anodized steering stem nut just for some extra bling. New adjustable front brake and clutch levers were sourced from CRG while a tacky set of Renthal Road Race Full Diamond Grips were fitted onto the bars.

Although the stock Showa suspension performs adequately at a track day pace, when you’re hanging it all on the line during a race it’s key to have the proper spring rates and suspension valving based on your weight and/or riding level/skill. Having heard great things about Georgia-based suspension tuner, Traxxion Dynamics, we sent off the fork  for service.

Traxxion Dynamics fitted heavier fork springs as well as its gas-charged cartridge fork kit designed for racing.

Traxxion swapped the OE progressive coil springs for a pair of constant-rate springs (0.975 kg) according to my weight (180 pounds). It also fitted its proprietary AK-GAS cartridge kit. The set-up consists of a pair of pressurized and gas charged cartridges allowing for more consistent damping control. The $1999 kit retains the stock fork tubes which makes it legal for competition in virtually all race series.

Out back, Jett replaced the OEM Showa shock for a unit from JRi. The aftermarket piece is assembled in North Carolina utilizing an all-aluminum body with a piggyback-style gas-charged reservoir. It offers four-way adjustment for spring preload, high-and-low-speed compression and rebound damping. Furthermore it also has a built-in ride height adjuster. JRI fitted a 10.7 kg steel shock spring, again based on my weight.

Although production racing limits the modifications you can do to many components including the brakes, there are still some cost-effective improvements to be had. We started by replacing the front discs with a pair of Galfer Front Wave Rotors. The discs are the same diameter as stock (310mm) but 0.5mm thicker for better durability. The rotors were paired with race-only carbon ceramic brakes pads, which enhance stopping power and feel at the lever. Since we’re only going to be competing in production-classes the original Tokico calipers had to be retained however they are augmented through Galfer Colored Sport Bike Brake Lines front and rear.

One of the most expensive aspects of racing can be engine building with aftermarket go-fast parts, including pistons, cams, etc. So instead of trying to spend lots of money with internal motor upgrades we opted to try and squeeze the most amount of power out of the stock engine. First, we ditched the restrictive stock pipe for a Yoshimura RS-5 Exhaust System (stainless-steel header/mid-pipe and carbon fiber muffler).


The Yoshimura RS-5 exhaust added power, reduced weight and helped make the bike faster on the dyno.

Ethell spent about 2.5 hours on his in-house Dynojet 250i dynamometer creating a map for the Yosh pipe as well as the type of race fuel we were going to race on (VP Racing Fuels MR12). All said and done Ethel was able to extract 14.8 additional peak horsepower (119.03 total) at 14,100 rpm (1300 higher as compared to stock). Peak torque was also increased by 2.76 lb-ft at 11,500 rpm (300 higher than stock). While more top-end power is always good what’s really impressive is the increase in horsepower and torque throughout the powerband once the engine is spinning over 5000 revs. Also of note is the big improvement in over-rev with the engine pulling longer and harder before the rev-limiter shuts the engine down at 15,500 rpm.


(Above) With the fitment of a Yoshimura RS-5 exhaust system and VP Racing Fuels MR12 race gas our CBR600RR produced almost 14% more horsepower compared to stock. (Below) We had Escondido, California’s MC Pro Designs paint our racebike in the same color scheme as a 2012 production bike at a cost of $750, without the fuel tank.

With the engine and chassis modifications completed it was time to drain engine coolant and replace it with a non-glycol based coolant, like Redline’s Redline Water Wetter. This is done to prevent slimy engine coolant from spilling on the track in a crash. Lastly, some of the fasteners including the brake caliper bolts, and any other bolt that holds fluid must be drilled and safety wired in order to prevent them from coming loose on track and potentially causing an accident. Since Honda uses high-quality steel fasteners the drilling process proved to be time consuming taking well over the 3.5-hours of labor ($350) Jett billed us for.

Next up was to source bodywork. It just so happened that our friend, John Hensley, had a brand-new set of Sharkskinz fairings gathering dust in his garage. Fortunately, Hensley’s set included the race-style tail section that replaces the squishy stock seat for thinner foam seat pad. Although the foam pad is less comfortable it enhances the rider’s feel of the road, tire and shock. We also invested in a Zero Gravity Double Bubble Windscreen thereby enhancing the aerodynamics of the motorcycle as well as creating more room for larger rider’s to tuck out of wind blast. Once we got the bodywork fitted we dropped it off at MC Pro Designs in Escondido, California where it replicated the 2012 CBR600RR’s original paint scheme.

Stay tuned for the following part of our CBR600RR project bike story in which we test each of the modifications by competing at Southern California’s Auto Club Speedway to with America’s oldest road racing series: WERA Motorcycle Racing Club.

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Legends Take Big Wins at The Rock


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Event Images

Mickey Thompson Performance Tires MIRock Superbike Series

event: 10th annual Lee’s Performance Fall Bike Nationals
when: November 3-4, 2012
where: Rockingham Dragway in Rockingham, North Carolina, USA

Very few names in the history of motorcycle drag racing equal or top those of Billy Vose and Rickey Gadson. These two legends took home big wins from the 10th annual Lee’s Performance Fall Bike Nationals, that annual hustler’s paradise and final race of the Mickey Thompson Performance Tires MIRock Superbike Series at Steve Earwood’s equally legendary Rockingham Dragway.

Gadson’s win came in arguably the most competitive of all pro classes, DME Racing Real Street. He qualified fifth, well behind multi-time champ Jeremy Teasley’s 7.78, run on one of Roger Starrette’s nitrous Kawasaki ZX14s. But getting quicker as raceday rolled on, Gadson was able to drive around Teasley in the semifinals aboard his own turbocharged 2012 Kawasaki ZX14-R.

With a commanding DME Real Street points lead, Johnny “Turbo” Dobrin was able to claim his first MIRock championship early in the weekend. Dobrin has been to every final this season and this race was no exception. Aboard his own Exoticycle turbocharged Suzuki Hayabusa, Dobrin raced Gadson in Indianapolis last August. Rickey won that round and the final at The Rock was set-up to be a rematch. Gadson had lane choice but Dobrin cut a light on Rickey. RG1—the Original RG—was able to apply the big Kaw’s power more consistently in the right lane and drove around for the win.

Vose—who’s won more pro championships in more major series than anyone in the history of the sport—took the Mickey Thompson Pro Modified win over Tyler Wilson in the final. Wilson rides one of the big V-twin, nitrous-huffing Baggers campaigned by former NHRA Pro Stock Motorcycle champ Matt Smith. Matt wasn’t at Rockingham, so tuning was handled by Matt’s dad “Tricky” Ricky Smith. Wilson slapped an .015 light on Vose, but the MPS horsepower in the Mike Thyen-built Hayabusa Pro Mod that Billy rides powered him around with a 4.19 for the win in the eight mile class.

Ronnie Procopio, who’s won more championships than any other rider in MIRock history, already had the title secured before even turning a wheel at The Rock. Which is good for him, because Procopio broke against Wilson in the semi.

The pro class championship that was most in play this weekend was Orient Express Pro Street, home of the world’s quickest streetbikes. Two-time champion Rodney Williford held a small lead over class rookie Joey Gladstone coming into the event and put some distance on his rival by qualifying number 1. Gladstone’s attempt to qualify strategically went afoul when one bike was DQ’d, leaving Joey on the wrong side of the ladder to put the points leader out early.

So it was pretty much a moot point when Gladstone lost on a holeshot in the semis to his own DME Racing teammate, Greg Wallace. “Joey would have to have won the race and set the records, and that wasn’t likely to happen this weekend,” said DME’s Dimey Eddinger. “So we just told them to go at it.”

Wallace went at it a little too soon in the final, redlighting against Williford—who was able to clean the table with number 1 qualifier, the win and the championship.

Speaking of clean tables, Maryland racer Shayne Proctor took home two wins and one championship from The Rock. Proctor had to win the House of Speed Crazy 8s final to take that championship, and he was given a big boost in that regard by friendly rival Clay Davies, who took off immediately after staging and before the tree came down. Unimpressed, Proctor ran an 8.882 in the 8.88 index class to wrap it up.

Proctor ran .006 off his dial to beat Jerry Turner in the Trac King/APE Top Sportsman final. That class championship was won by Randolph “Boo” Brown, who also took the win in the intense Brock’s Performance Street ET Tournament of Champions. Brown beat Derek Crawford in the Tournament final.

Dale Hamilton won the Nitrous Express Pro ET Tournament of Champions final over “Fearsome” Andy Baumbach, then beat Mike Herman Sr. on Sunday night for the Pro ET win. Herman won Sunday’s Brock’s Performance Street ET final over Ben Knight. Saturday’s ET winners were Glenn Glass in Pro and Mike Schulz in Street. Runner-ups, respectively, were Wardell Pinkney and Terry “I used to be T-Bone but now I am perennial runner-up” Singleton.

Despite breaking his FBR Shop 5.60 bike in qualifying and losing in round 1 on an undialed-in back-up bike, Baumbach was still able to hold on to his points lead and claim the 5.60 crown. The Virginia plumber has now won championships in three classes during a short MIRock career. Jack Durant rode his former outlaw bike to the 5.60 race win over class sponsor Marion Ford in the final.

Coopers Performance “Afterdark Underground” ran deep into the night with grudge bikes going mano-y-mano for big…money? Who really knows…

The Mickey Thompson Performance Tires MIRock Superbike Series—the world’s biggest all-motorcycle drag racing series—resumes next March back at The Rock.

Find out more about the Mickey Thompson Performance Tires MIRock Super Bike Series at

ROCKINGHAM – Results from Sunday’s 10th annual Lee’s Performance Fall Bike Nationals at Steve Earwood’s Rockingham Dragway, final event in the 2012 Mickey Thompson Performance MIRock Superbike Series:


Qualifying – 1. Ronald Procopio, Wake Forest, 4.089, 172.30 mph; 2. Billy Vose, Sherrills Ford, 4.170, 168.77 mph; 3. Nikie Corley, Jacksonville, Fla., 4.297, 163.85 mph; 4. Tyler Wilson, Walnut Cove, 4.498, 159.49 mph.
Round 1 – Tyler Wilson, Walnut Cove, .011, 4.458, 157.76 mph, def. Tommy Brounkowski, Greenwood, S.C., .132, 5.536, 97.07 mph; Nikie Corley, Jacksonville, Fla., .124, 4.270, 164.65 mph, def. Berry Harvoy, Winston-Salem, .086, 5.177, 122.87 mph; Billy Vose, Sherrills Ford, .110, 4.235, 160.92 mph, def. John Collins, Rocky Mount, foul; Ronald Procopio, Wake Forest, bye.
Semifinals – Vose, .053, 4.195, 168.30 mph, def. Corley, .058, 6.846, 65.98 mph; Wilson, .025, 4.956, 109.93 mph, def. Procopio, .119, 5.968, 75.22 mph.
FINAL – Billy Vose, Sherrills Ford, .097, 4.198, 167.66 mph, def. Tyler Wilson, Walnut Cove, .015, 4.536, 159.31 mph.


Qualifying – 1. Rodney Williford, Rougemont, 7.320, 198.15 mph; 2. Greg Wallace, Timberlake, 7.327, 200.14 mph; 3. Carl Lucas, Wilson, 7.423, 195.22 mph; 4. Eric Hart II, Teaneck, N.J., 7.643, 179.64 mph.
Round 1 – Rodney Williford, Rougemont, .172, 7.682, 193.38 mph, def. Stephen Scearce, Blairs, Va., no time; Greg Wallace, Timberlake, .144, 7.426, 188.62 mph, def. Neal Riddle, Roanoke, Va., .158, ;7.833, 189.95 mph; Eric Hart II, Teaneck, N.J., .231, 7.582, 183.39 mph, def. Manius Bunger, Johannesburg, South Africa, .268, 8.361, 184.14 mph; Joey Gladstone, Townsend, Del., .127, 7.371, 201.19 mph, def. Carl Lucas, Wilson, .104, 9.875, 92.66 mph.
Semifinals – Wallace, .107, 7.407, 188.52 mph, def. Gladstone, .155, 7.398, 204.51 mph; Williford, .129, 7.381, 203.40 mph, def. Hart, .177, 7.632, 183.77 mph.
FINAL – Rodney Williford, Rougemont, .131, 13.210, 55.85 mph, def. Greg Wallace, Timberlake, foul.


Qualifying – 1. Jeremy Teasley, Columbus, Ohio, 7.788, 189.02 mph; 2. Johnny Dobrin, Sarasota, Fla., 7.857, 186.02 mph; 3. “Super Dave” Stewart, Mooresville, 7.865, 188.15 mph; 4. Joey Gladstone, Townsend, Del., 7.868, 188.60 mph.
Round 1 – Chris Moore, Taylors, S.C., .071, 7.978, 185.54 mph, def. Ed Murphy, Bridgeport, Conn., .134, 8.032, 179.88 mph; Joey Gladstone, Townsend, Del., .116, 7.857, 184.95 mph, def. David Merks, North Augusta, S.C., .166, 8.117, 181.50 mph; Rickey Gadson, Hammonton, N.J., .084, 7.908, 185.23 mph, def. Ben Bozarth, Millville, N.J., .126, 8.036, 180.69 mph; “Super Dave” Stewart, Mooresville, .140, 7.999, 181.79 mph, def. Victor Gotay, Sarasota, Fla., .191, 8.496, 160.65 mph; Johnny Dobrin, Sarasota, Fla., .144, 7.941, 180.86 mph, def. Chris Hart, King George, Va., .327, 8.901, 133.75 mph; Lee Shierts, Charlotte, .128, 7.972, 188.07 mph, def. Ashton Dickerson, Newark, N.J., .171, 8.087, 168.62 mph; Jeremy Teasley, Columbus, Ohio, bye.
Round 2 – Moore, .069, 8.036, 184.47 mph, def. Stewart, .147, 8.071, 182.97 mph; Teasley, .129, 7.990, 186.07 mph, def. Shierts, .034, 8.172, 185.56 mph; Gadson, .100, 7.826, 185.97 mph, def. Gladstone, .164, 8.021, 183.02 mph; Dobrin, bye.
Semifinals – Gadson, .075, 7.841, 181.81 mph, def. Teasley, .056, 7.911, 191.92 mph; Dobrin, .112, 7.852, 182.11 mph, def. Moore, .066, 7.916, 188.36 mph.
FINAL – Rickey Gadson, Hammonton, N.J., .076, 7.782, 182.23 mph, def. Johnny Dobrin, Sarasota, Fla., .012, 7.912, 186.61 mph.


Round 3 – Robert Johnson, Sandston, Va., .008, 8.909 on an 8.880, 139.54 mph, def. Michael Rankin, Staunton, Va., .091, 8.735 on an 8.700, 155.45 mph; Jerry Turner, Bluff City, Tenn., .112, 8.951 on an 8.930, 144.91 mph, def. Ron Arnold, Bowling Green, Ky., foul; Shayne Proctor, Indian Head, Md., .075, 12.824 on an 8.840, 61.41 mph, def. Chris Clontz, Mechanicsville, Md., foul; Jim Shifflett, Waynesboro, Va., .051, 8.175 on an 8.150, 149.90 mph, def. Jermaine Proctor, Bryans, Md., .070, 9.085 on a 9.000, 142.52 mph.
Semifinals – Proctor, .038, 8.913 on an 8.840, 147.49 mph, def. Shifflett, .057, 8.220 on an 8.150, 156.14 mph; Turner, .039, 8.971 on an 8.930, 147.18 mph, def. Johnson, .079, 8.888 on an 8.880, 146.69 mph.
FINAL – Shayne Proctor, Indian Head, Md., .052, 8.886 on an 8.870, 142.03 mph, def. Jerry Turner, Bluff City, Tenn., .097, 8.927 breakout on an 8.950, 151.73 mph.


Round 3 – Clay Davies, Petersburg, Va., .013, 8.916, 132.23 mph, def. Travis Bourdeaux, Harrisburg, .134, 8.946, 154.12 mph; B.J. Pryer, Chesapeake, Va., .049, 8.930, 138.23 mph, def. Ashton Dickerson, Newark, N.J., .094, 9.256, 146.13 mph; Robert Johnson, Sandston, Va., .062, 8.869, 148.87 mph, def. Barry Pryer Sr., Chesapeake, Va., .011, 8.730 breakout, 141.59 mph; Shayne Proctor, Indian Head, Md., bye.
Semifinals – Davies, .034, 8.841, 148.40 mph, def. Johnson, .055, 8.830 breakout, 148.56 mph; Proctor, .040, 8.858, 147.89 mph, def. B.J. Pryer, foul.
FINAL – Shayne Proctor, Indian Head, Md., .249, 8.882, 151.66 mph, def. Clay Davies, Petersburg, Va., no time.


Round 3 – Jack Durant, Durham, .108, 5.727, 121.44 mph, def. Cameron Shelton, Hardy, Va., .213, 5.651, 118.48 mph; Kevin Richardson, Norfolk, .055, 5.627, 124.18 mph, def. Schubert Clayton, Roanoke, Va., .078, 5.608, 121.67 mph; Toney Freeman, Stockbridge, Ga., .059, 5.548, 119.81 mph, def. Jim Shifflett, Waynesboro, Va., .069, 5.546 breakout, 123.81 mph; Marion Ford, Hampstead, Md., bye.
Semifinals – Durant, .004, 5.642, 125.68 mph, def. Freeman, .094, 5.585 breakout, 116.13 mph; Ford, .058, 5.625, 118.30 mph, def. Richardson, .100, 5.667, 121.17 mph.
FINAL – Jack Durant, Durham, .115, 5.785, 114.23 mph, def. Marion Ford, Hampstead, Md., .360, 5.723, 125.01 mph.


Round 6 – George Shriver, Glen Burnie, Md., .027, 8.641 on an 8.620, 143.12 mph, def. Shayne Proctor, Indian Head, Md., .023, 8.911 on an 8.870, 147.70 mph; Glenn Glass, Manassas, Va. .067, 10.922 on a 10.960, 120.34 mph, def. Michael Herman Jr., Woodbridge, Va., .049, 9.345 breakout on a 9.400, 140.21 mph; Wardell Pinkney, Hyattsville, Md., .026, 9.913 on a 9.640, 119.45 mph, def. Terry Singleton, Clarkston, Ga., .120, 9.479 on a 9.100, 148.92 mph.
Semifinals – Glass, .096, 10.926 on a 10.920, 117.84 mph, def. Shriver, .064, 12.550 on an 8.620, 71.84 mph; Pinkney, bye.
FINAL – Glenn Glass, Manassas, Va., .065, 10.961 on a 10.910, 119.58 mph, def. Wardell Pinkney, Hyattsville, Md., .210, 9.639 on a 9.620, 131.55 mph.


Round 6 – Lamond Payne, Winston-Salem, .015, 10.084 on a 10.120, 127.68 mph, def. Eric Griffith, Riner, Va., foul; Mike Schultz, Manassas Park, Va., .050, 9.065 on a 9.050, 149.08 mph, def. Rick Janney Jr., Roanoke, Va., .108, 8.902 breakout on an 8.910, 144.92 mph; Terry Singleton, Clarkston, Ga., .045, 9.175 on a 9.100, 128.46 mph, def. Mike Herman Sr., Fredericksburg, Va., .047, 8.922 breakout on an 8.950, 145.91 mph.
Semifinals – Schultz, .036, 9.084 on a 9.50, 149.28 mph, def. Payne, foul; Singleton, bye.
FINAL – Mike Schultz, Manassas Park, Va., NA, 9.049 on a 9.060, 145.83 mph, def. Terry Singleton, Clarkston, Ga., NA, 9.007 breakout on a 9.080, 149.00 mph.


Round 2 – Andy Baumbach, Fairfax Station, Va., .128, 8.181 on an 8.180, 146.45 mph, def. Michael Herman Sr., Fredericksburg, Va., .118, 8.884 on an 8.870, 153.35 mph; Dale Hamilton, Mount Airy, Md., .031, 9.982 on a 9.980, 133.76 mph, def. Wardell Pinkney, Hyattsville, Md., foul; Bob Carlson, Turrington, Conn., bye.
Semifinals – Hamilton, .043, 9.974 on a 9.970, 130.33 mph, def. Carlson, .037, 9.172 breakout on a 9.180, 134.26 mph; Baumbach, bye.
FINAL – Dale Hamilton, Mt. Airy, Md., .031, 9.919 on a 9.970, 134.67 mph, def. Andy Baumbach, Fairfax Station, Va., foul.


Round 1 – Derek Crawford, Charlottesville, Va., .014, 9.124 on a 9.080, 144.84 mph, def. Shayne Proctor, Indian Head, Md., .062, 8.860 breakout on an 8.890, 145.70 mph; Barry Purnell, Henderson, .113, 11.164 on an 11.250, 116.67 mph, def. Ben Knight, Bristol, Tenn., foul; Boo Brown, Potomac Falls, Va., .046, 9.384 on a 9.350, 146.35 mph, def. Jermaine Proctor, Bryans, Md., .099, 9.067 breakout on a 9.100, 147.20 mph; Mike Schultz, Manassas Park, Va., bye.
Semifinals – Crawford, .039, 9.212 on a 9.090, 126.88 mph, def. Purnell, .039, 11.481 on an 11.200, 112.47 mph; Brown, .094, 9.430 on a 9.360, 131.72 mph, def. Schultz, .052, 9.154 on a 9.030, 148.58 mph.
FINAL – Boo Brown, Potomac Falls, Va., .037, 9.416 on a 9.370, 145.89 mph, def. Derek Crawford, Charlottesville, Va., .028, 9.165 on a 9.090, 131.01 mph.

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Power Commander 5 Video Install for 2012-13 ZX-14R Models


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New Power Commander 5 install video for 2012-13 ZX-14R models. Two more additional install videos should be finished and uploaded by the end of this week. (Quickshifter install and Ignition Module install.) Both installations will be on the 2012 ZX-14R. Stay tuned.

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Dynojet sponsored rider Ryan Kerr Turns Impressive Results at 2012 Season Opener in Daytona


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JOHNSTOWN, Ohio (March 26, 2012) – AMA Pro SuperSport rider Ryan Kerr is pleased with his 6th place standing in the AMA Pro Supersport East division following two great finishes at the season opener at Daytona International Speedway on March 16-17. “I knew going into the weekend that a strong qualifying position was key to accomplishing my goal of leaving Daytona with two top 10 finishes. I qualified third row and was thrilled with my position on the grid”.

The Daytona International Speedway event has been compared to the Superbowl of AMA Pro Racing. Rider turnout is always high with strong fan support at the competitive event. Kerr’s practice and qualifying times proved that he will be a top competitor this season for the chase for the AMA Pro SuperSport East Championship. “My team worked countless hours during the off season to have my RFC Kawasaki machine performing exceptional for the opening Daytona event.

During practice, I experienced mechanical issues with my A-bike and was forced to qualify and race utilizing my back up bike. Fortunately, my back up bike allowed me to stick with the pack and brought home an 8th and 10th place finish to start the season.” Ryan Kerr and the Ryan Kerr Racing Team are pleased with the results accomplished at the season opener. Kerr expresses excitement as he looks ahead to the second round at Road Atlanta. “I anticipate even better results in Atlanta. The Ryan Kerr Racing Team will have my bikes in top condition for the event and we look forward to being a top finisher!”

Ryan Kerr is sponsored by RFC,, Sunstar, EBC, Arai, K Tech, Held, Motonation, MJ USA, 614 Paintworx, MJ Moto Gear, Mid Ohio School, Digital Impressions, HEL, M4, and Dynojet

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Australian Formula Extreme Championship Round 1 Eastern Creek 2012


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Here we are again first round of the year at Eastern Creek Raceway, coming into the round after a very successful 2011 season. The first round this year was going to be difficult for the TCR, YRD, Shock treatment Yamaha R1.The line up for the first round was top rate and the fact that we only finished putting the bikes together Friday morning was going to make things difficult. In the true nature of the team we would not let this stop our progress as we commence the development of the new Yamaha R1.

Friday the TCR team arrived knowing we still had a big job ahead. After a recent test at Wakefield park raceway the learning curve would begin. With both bikes basically out of the crate the main goal was to turn out as many laps as possible to try and get used to the varied characteristics of the Yamaha. After we returned from Wakefield the job of organising all the suspension components, electronic fuel modules and the body work would continue. We were well aware of the work involved and that there would be no time to do anymore testing prior to round 1. The weather was ideal on Friday allowing Glenn and Jason to get some basic setup started, this would continue throughout the day with lots of changes being made.

Saturdays FX- Nationals The drive to the track was far from good and knowing we had a long way to go with our Bikes. As we arrived at the track and the conditions not favourable both Glenn and Jason were very disappointed knowing that they were going to use Saturday to find an ideal setup for Sunday. Finally the decision to start was made and a poor qualifying saw Jason and Glenn Qualify 17th and 19th, far from where they would expect to be. Some good starts and consistent results saw Jason and Glenn finish the Day 5th and 7th. With no real confidence in the settings yet and hoping for a better day Sunday, we would go home and review our options. Sunday, Australian FX-Superbike Championship.

The day was a lot better today and conversations going on with Terry Hay from shock Treatment, we would concentrate the day in a slightly different direction to see if we could consolidate some points for the round and further develop the bikes before the Wakefield Park round. Again struggling in Qualifying Jason and Glenn would go to the grid in 10th and 13th position. Some more changes to the Bike as the day progressed and some issues with the rear tyre blistering. We would finish a bit disappointed for the day with Jason and Glenn’s final positions 9th and 11th. After reviewing the previous year’s results and our common problems at the creek we finally decided that the times we did on average were better than the first round in 2011. We would pack the trailer and head home to start preparations for the next round. With some minor testing already done at Wakefield and confidence that we are working in the correct direction after race 3, we will go to the next round ready to challenge for the lead as we have done in the past here.

Our team would like to thank our sponsors and crew. Credits to: Keith Muir Photography and Ray Oxford

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Dynojet sponsored team Frigon, FX Nytro RTX win East Coast cross country title!


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Pleasant Prairie, WI—Aboard his rapid FX Nytro RTX, Yamaha’s Erik Frigon scored his third consecutive cross country snowmobile race win in the Maine 100 in Greenville, Maine on Saturday, March 17. Frigon led Scott Brownell on another FX Nytro RTX to the flag for a 1-2 Yamaha sweep in the Semi Pro class, and in doing so, wrapped up his second career cross-country championship. Adding luster for Yamaha over the weekend, FX Nytros grabbed a total of three podiums, including Brownell’s second-place finish in Semi Pro, a third-place finish for FX Nytro RTX-mounted Michael Ewaschuk in Sport 600, and another third for Bryce Murphy and his FX Nytro RTX in Sport 600 Improved. Better still, Murphy led a trio of FX Nytros to the flag for a group 3-4-5 finish that also included Ewaschuk and Joshua May, both on FX Nytro RTXs.

Conditions at Moosehead Lake were ideal for the final east coast cross country race of the season, with good-quality snow and temperatures in the mid-30s at the start. Frigon drew the 12th starting position in the time trial-format event, meaning that passing slower competitors would be crucial to putting down fast times during the three-lap event. The course was 6.2 miles, mostly shoreline but also including some fast sections on the frozen lake surface, and detours across several small islands. Fortunately, the varied nature of the terrain perfectly matched the versatility of the FX Nytro RTX, which combines horsepower, handing and durability into one dramatic performance package.

After catching the first pair of competitors along the twisting shoreline within minutes, Frigon pulled the trigger on the FX Nytro’s 1049cc four-stroke engine and rocketed past on the frozen lake. He then went on to pass more sleds every lap until the finish, setting the lowest total elapsed time in the combined pro, semi-pro and amateur field. At the flag, his nearest rival was Brownell on another FX Nytro, a scant 6.5 seconds behind after the 18.6 miles. So fast was Frigon that, even as a Semi Pro Improved competitor, he thoroughly trounced the entire Pro class, beating the fastest driver by more than 20 seconds.

“The FX Nytro is a combination of strengths including durability, power and handling,” Frigon said. “The complete package is awesome, but the torque and power of the motor really makes it effortless to pass.” Yamaha’s Eric Josephsen added, “This is the first time in three seasons that we’ve focused on the east-coast races, so this is a great result. Erik Frigon going three-for-three in event wins, and then being faster than all the Pros in the finale, totally proves the merits of the four-stroke FX Nytro. Congratulations to Erik and the whole team for the championship.”

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Update: Dynojet Sponsored Riders at WERA Finale in Las Vegas


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Our trip to the WERA Finale in Las Vegas this last weekend was great and we can’t thank all of you enough for your support. Jake Zemke rode our CBR 1000 RR to a perfect weekend sweeping 3 different classes on a double header weekend and garnering the overall in the California State Championship. Adam Waheed (MotoUSA) rode our CBR 600 RR to some decent finishes in the top 5 and top 10. He ran as high as 2nd before one little miscue off track where he fought his way back to 8th. John Hensley (Actor/Producer of CCR a web based series) rode our CBR 250 R and had an absolute blast and one full episode of his show will be centered around his experience and our presence at this event. There was a lot of social media attention as well as filming, and stills for all of the various media applications. Jake’s success certainly added to the credibility of the products and we are looking forward to doing more soon.

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Honda CBR600RR Project Bike Engine Notes


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After a few months of preparation by the motorcycle tuning aces at Camarillo, California-based Jett Tuning, our Honda CBR600RR project racer was finally ready to hit the racetrack. We raced it last September with the WERA Motorcycle Racing club at Southern California’s Auto Club Speedway. Here are some concise notes regarding the performance aspects of the machine with an in-depth reviews coming soon:

ENGINE POWER / TUNEABILITY: While the CBR600RR has some serious mid-range ‘oomph for a 600cc Inline Four, it doesn’t generate an abundance of peak power. In an effort to get a little more juice, without breaking the piggy bank, we fitted a Yoshimura RS-5 Full Exhaust (stainless-steel header and mid-pipe, carbon fiber muffler). The fuel-injection and ignition timing maps were then modified via a Dynojet Power Commander V. We also poured in a few gallons of VP Racing Fuel’s new nostril burning MR12 race gas.

The difference compared to a stocker was considerable with the engine offering more pull at all rpm. Top-end power still wasn’t spectacular as it flattened out toward redline, however it generated power evenly with lots of over-rev—giving the rider some leeway. I was also amazed with the level engine tune-ability courtesy of the Power Commander. With it installed you can tune zero, two, five, 15, 20, 40, 60, and 100-degree throttle angle openings as well as every 250 rpm. Only problem is that you need a person capable of inputting the right numbers in the right tables on the computer screen and that’s where Jett Tuning comes in to play. It’s crazy how quickly, owner John Ethell, can modify the maps. Like I’m talking about less a couple minutes right at the track. I guess it’s no surprise as Ethell has wrenched for some of the greatest pro racers ever including Miguel Duhamel, Ben Bostrom, Jake Zemke and Nicky Hayden just to name a few.

We tested a lot of maps during practice and got the bike’s fueling and throttle response dialed-in to perfection come race time which was impressive considering we had some fuel overeating problems due to the 110-plus degree ambient temperature (more on that later).

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