2009-2013 Yamaha R1 PCV Install Video


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In this video we install a Power Commander V on a 2012 Yamaha R1. This install video pertains to Yamaha R1 models from 2009-2013.


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Power Commander Accessories: Quickshifter


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In this video we explain what the quickshifter is. We also demonstrate normal shifting on the dyno and quickshifting so you can see the difference the quickshifter makes.

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2013 Triumph Street Triple 675 Power Commander Install Video


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In this video we show how to install the Power Commander 5 on the 2013 Triumph Street Triple 675. The part number for PCV is 21-016. Please check out our Youtube page for more install videos including the install of an Igintion Module on this bike model.

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2013 Kawasaki EX300 PCV Now Available


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The Power Commander V is now available for the 2013 Kawasaki EX300. It’s a “fuel and ignition” unit with Rev Xtend capabilities. The part number is 17-046.


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UPDATED Pictures of Cliff Randall’s ZX-14HT Build


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Cliff emailed me some updated pics of his 2013 ZX-14 Hyper Touring bike build. The bike is coming together nicely. Here are the pictures! Enjoy!!!


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Preview: Cliff Randall and His 2013 ZX-14 Hyper Touring Build


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Cliff Randall has been racing and building motorcycles for 30 plus years. His 60th birthday is coming up and he has decided to build one last bike, a 2013 ZX-14 HT. HT stands for “hyper touring.” Since starting this project earlier this year, he has gained some support from people who are excited about his build, Dynojet Research included. Rob Muzzy of Muzzy Performance Products, Don Guhl of Guhl Motors, House of Kolor, Takai-Racing and many other key sponsors, have backed Cliff for his build. The Dynojet Research products he will be using are a Power Commander 5, Ignition Module, Autotune and our LCD display screen. We’ll definitely do a full write  up of his build when it’s complete. Good luck Cliff, we are looking forward to this one!!!

Getting closer…

 The Dynojet Research products for his build. (PCV, Ign. Module, AT-200, LCD-200)

All hooked up. Don’t forget those termanation plugs!!!

LCD-200 mounted!


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Eddie Kraft of Witchkraft Racing Ends the Year With 2 WERA Championships


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Another race season for the Witchkraft Racing team is in the books.  Eddie Kraft ended his season with 2 WERA Championships (WERA North Central 600 Superstock and 600 Superbike), 7 1st place finishes and a 4th place finish in the 600 Superstock National finale race.  We want to congratulate Eddie and Witchkraft Racing on their 2012 season. We are looking forward to the 2013 season and working with a great race team. Check out Witchkraft Racing’s full report on their website.

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Dynojet Sponsored Rider Ty Howard Wins CMRA Championship


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Ty Howard took home four wins and the CMRA overall #1 Plate at the Texas World Speedway on November 11. Riding his Dynojet equipped KTM RC8, he won all for races that day which sealed the deal on the overall championship. Here’s what he had to say, “It was a great day, the wind was tough to deal with, but for the most part it made the racing really exciting. I’d like to thank Brandon Spradling at P1 Racing Services, John Hutchinson at South Central Race Center, Bridgestone Tires, Dynojet, VP, Pilot, Motul,, KTM America and a big thanks to for sponosoring the Formula 1 class.”


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Daytona Anderson -2012 WERA National 600cc Superstock Sprint Champion-


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Daytona Anderson #104

2012 WERA C-Superstock Expert National Champion

2012 WERA West B-Superbike Expert Champion

2012 WERA West B-Superstock Expert Champion

2012 WERA West C-Superbike Expert Champion

2012 End of the Year in Review

What an outstanding first year on a 600! If you would have asked me in January where I would be at the end of the year with speed and championships I would have said I hope I can keep the fast guys in sight by the end of any one race. The speed came much faster than expected with the help of the Yamaha Champions Riding School and my desire to make it to the professional ranks by 2013. First race of the year I took home a 15th place finish out of 35 racers, but by mid season I took home my first win at the WERA National event held at Miller Motorsports Park. I feel very comfortable with my speed and only expect to get much stronger and faster by the AMA opener at Daytona in early March of 2013.

Just like my speed improving over the year at an exceptional rate, my height and weight have changed as well. When I raced the first race of the year I was 5’0″ tall and weighed in at 100 lbs. Now just 10 months later I am 5’7″ tall and 120 lbs. A lot has changed in just a short period of time, I can’t wait to see what the next year has to bring. My dad says the growing part is over and now it’s all about becoming the faster stronger racer that I want to be.

With so many highlights I will just cover a few here starting with the season finale. Las Vegas hosted the WERA West season finals and I captured another two WERA West Championships with very solid results; finishing on the box 6 of 7 races. Set my personal best lap of 1:17.4, compared to Jake Zemke of 1:18.0. I just had to throw that out there to give some perspective on my times. Jake went on to ride a 1000 and set his best big bike time of 1:16.7. The previous weekend I was at Barber Motorsports Park for my first visit to the track and my first time participating in the WERA GNFs. I captured my first National Championship of my career. It was great to get the Championship, but it was a very trying weekend with many electronic issues. The one good race that I had, I was able to set the faster lap time out of all 600s and 750s for the entire weekend. I ran a 1:30.848 compared to Miles Thorton that ran a 1:32.084 in the same race. During the AMA Supersport race in June the winner’s (James Rispoli) best time was a 1:30.2! I am not there yet, but I am closing in fast.

Going back another weekend I visited Daytona International Raceway for the AMA Amateur National Championships. This was my first visit to the track, but I was super excited to be at my name sake. I wanted to have the headlines read “Daytona wins Daytona”, but I made a minor mistake with my closing speed on a slower rider in Friday practice and down I went in turn one. The bike got the worst of it and I had to run the rest of the weekend with a bent front end. It was still an awesome experience racing at my name sake and getting that experience on the track in preparation for the AMA season opener in March. I came away with two 2nd place finishes that came down to the line. What a great learning experience and next year I am coming with horsepower.

I cannot thank my family, friends and sponsors enough for making my first year on a 600 such a great success. I am looking forward to 2013… this is just the beginning of the story.

For 2013 I have no firm commitments, but I look forward to all options.

I would like to thank all of my sponsors and family for their dedication and commitment to my racing this year. Thank you OUTLAW Racing, Pirelli, Diablo Racing, Geremy Edwards Studios, F&L Racing Fuel, FASTRACK, ACT Racing, Yamaha Champions Riding School, Malcolm Smith Motorsports, Suomy, Superbike Chassis, Vortex, Ferodo, Next Moto Champion, Hinson Clutch Components, GoPro, ACTIVATE Drinks and

Daytona Anderson           






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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.

Original Article

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