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WELCOME TO DR. DYNO'S 28TH YEAR OF
BETTER THAN NEW TUNING FOR BIKES AND TRIKES, 2023!

Dyno Testing All Motorcycles
Expert Tuning American V-Twins


Look for the Doctor with his new bike & trike dyno!



PURPOSE OF DYNO TESTING AND TUNING

Dr. Dyno's objective is "Feel the Difference" therapy for your motorcycle
specializing in Harley-Davidson.

More importantly, whether you're riding a cruiser or a sport bike he won't take
your tuning money unless you will feel the difference.

After running his baseline dyno tests, the doctor explains them to the rider and
discusses the potential improvements in power, economy, smoothness and
longevity. As he often says, "It's about more than the money. If it's not going
to work for the customer I won't go any further than the baseline tests. When I
do tune I leave nothing for any other tuner to find. All results are guaranteed.
Perfect is good enough."


TESTING PROCEDURE

After a warm-up on the dyno the baseline set of tests ($140) includes:

 1. Full throttle - Horsepower and torque with dual air/fuel ratio (AFR)
    measurements. Typically completed with two virtually identical runs.
    Purpose: Determine if the engine is tuned for and making full power.
 2. Cruise - The where-you-ride test measuring AFRs at about 25 horsepower.
    Smoothness and economy are the targets in this area.
 3. Idle AFRs - If idle mixtures aren't correct the engine will either run hot
    or waste fuel in stop-and-go traffic.
 4. Deceleration pop - Although it doesn't hurt the engine it is often very
    annoying. It can be reduced or eliminated with proper tuning.

All tests include explanations, analysis and printouts, and are done within the
owner's rpm constraints. There is no useful information at engine speeds beyond
the horsepower peak.


TUNING

Here are the four areas the doctor uses to make you feel the difference. This is
where he enjoys putting a million dollar smile on your face for only a few
hundred dollars.

 1. Air - The doctor recommends high-flow air intake systems. He carries Arlen
    Ness air cleaner assemblies for Big Twin (Evo and Twin Cam) Harleys.
 2. Fuel - Right-jetting (anyone can re-jet) carburetted Harleys (CV, Mikuni,
    S&S only).
    Tuning fuel injection systems including custom mapping of all throttle
    positions and rpms with Power Commanders on all brands and, on H-D, ECM
    programmers such as PowerVision.
 3. Ignition - "Sweet Spot" timing. For best power and economy, timing is
    everything (H-D Evo and '08-on Touring only).
 4. Exhaust - TorqueTuning pipes to cam timing by adding or reducing
    backpressure to put the power where you want it (H-D only).

All tuning work is done with advance prices and running explanations. Most
owners prefer seeing the tuning being done live rather sending their "baby" off
to be operated on behind closed doors.

Additional tuning infomation:

 1. All Twin Cam and Sportster models equipped with O2 sensors have "the new
    bike you thought you bought" hidden inside. They just need a little more air
    and fuel. A thorough discussion is available in the articles below.
 2. Fixing an "upside down" carburetor that's richer at cruise than full
    throttle due to having a "kit" installed will incur additional time and
    expense.
    Using an ECM programmer on fuel injected Harleys adds some time and an
    additional $100 charge.
 3. 2008 and later Touring models respond especially well to correctly adjusted
    ignition timing making sixth gear more usable at legal highway speeds.
 4. Although often overlooked, exhaust tuning can transform the mid-range torque
    and fuel mileage of a Harley if adjusted correctly.
    On carbureted models jetting for all rpm ranges is impossible without enough
    back pressure.
    Fuel injected models may have perfect AFR curves but still suffer mid-range
    torque loss without optimized exhaust tuning.
    TorqueTuning is the most effective way to move the power band of your Harley
    to where you ride. That's just one of the Dr. Dyno differences.



Dr. Dyno hit the pages of American Iron Magazine again in 2010 with a very
pertinent article! (The article starts on page 40 of the print edition.)

The June 2010 article updates dyno testing changes since the May and July 2006
issues.
The July 2010 issue explains oxygen sensors and the problems they caused
starting in 2006.
September 2010 discusses closed-loop fixes including a comparison chart of 19
EFI tuners.

In addition, these American Iron Magazine articles by Dr. Dyno from 2006 remain
excellent references:

The May 2006 issue is an updated reprint of the first "Dyno Dos and Dont's" from
April 2003.
The June 2006 article details proper dynotuning of carbureted Harleys, including
TorqueTuning.
July 2006 discusses dynos read differently - some reasons legitimate, others
purposely faked.
The August 2006 article covers the H-D Race Fueler, Dobeck Performance TFI,
Custom Chrome DFO and Kuryakyn Wild Things FI controller.
The September 2006 article details map-based EFI tuning options.



Your feedback or comment is almost always welcome. (If the link doesn't work,
please right click to copy the email address and paste into your email program.)

Page updated Thursday, February 24, 2022 7:16 AM



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