Dynojet Research Inc.

09/26/2026

Your 2026 Polaris Ranger XP 1000 is a workhorse.

But a jerky pedal when you're backing up to a trailer tongue, and a fan that waits until things are good and hot, get old fast. This video walks through how the Dynojet Power Vision 3 fixes that, and what it takes to get it on the new Bosch MG1 ECU.

The 2026 Ranger moved to a Bosch MG1 ECU, which is locked at the diagnostic port. Before a Power Vision 3 can flash it, the ECU comes out once for a bench unlock. Mail it to us or take it to a participating dFlash dealer. After that, it goes back in and you never have to pull it again.

Don't want a device at all? Send us your ECU for a bench reflash. We load the right tune for your setup and ship it back next day air.

What the preloaded tune does:
• Remapped drive-by-wire tables for smooth, predictable throttle at crawl speeds
• Fans come on earlier, so it runs cooler during slow work with a loaded bed
• Speed and rev limiters moved up a little. Not race stuff.

Start in any gear is available as a custom file only. We don't undo Polaris safeguards on a downloadable tune.

The Power Vision 3 also mounts on your dash as a full-color gauge screen. Monitor coolant temp, read and clear trouble codes, and log data.

PARTS IN THIS VIDEO
Power Vision 3 for Polaris MG1 (PV3-19-18): https://www.dynojet.com/power-vision-3-for-polaris-mg1-1/
Bench Unlock for Polaris MG1 ECU (19-MG1UL): https://www.dynojet.com/ecu-bench-unlock-for-polaris-1/
ECU Bench Reflash, no device needed (19-BF03): https://www.dynojet.com/polaris-rzr-xpedition-ecu-bench-reflash-1/

MORE FOR YOUR RANGER
Clutch Kit for Polaris Ranger XP1000 (19-DCK16): https://www.dynojet.com/clutch-kit-for-polaris-ranger-xp1000-1/
Secondary Clutch Spring Cup Kit (28700006): https://www.dynojet.com/secondary-clutch-spring-cup-kit-for-polaris-p90x-clutch-1/
Grip N Rip Kit for Polaris Ranger XP1000 (96080017): https://www.dynojet.com/grip-n-rip-kit-for-polaris-ranger-xp1000-96080017/
Throttle Commander Kit for Polaris UTV (96070011): https://www.dynojet.com/polaris-throttle-commander-kit-96070011/

09/25/2026

New September fitments for Power Commander 6: the 2026 Suzuki DR-Z4S, 2026 Ducati Desmo 450 and 2027 Yamaha YZ250F.

It plugs in between the OEM connectors, so there's no splicing, and ships with a base map already loaded. From there you can adjust fuel ±15% and map each gear on its own. Pull it off and the bike goes back to stock.

Find your fit at dynojet.com

09/25/2026

We say the word "Autotune" a lot around here.

If you ride a fuel-injected bike, you've probably heard it from us or your dealer. And whether you're installing your first Power Vision or you've been tuning for twenty years, you already know fuel is where a good tune is made or lost.

The confusion comes from how we use that one word. We use it for a bolt-on box, a software feature, and a whole family of kits, and they don't all work the same way.

Let's clear it up. We're not here to teach you how to build a tune from scratch today. This is about knowing exactly what Autotune is, which version you might already have, and which one you actually need.

And a lot of that comes down to two things: what you ride, and what you tune it with.

Read more: https://www.dynojetuniversity.com/pages/blog?p=what-autotune-means-at-dynojet

09/18/2026

Last week, we announced our new beta tool for Gen 2 M8 tuning workflows: TorqTune Pro.

Today, we're sharing more information about this new tool, available now in beta versions in Power Core.

We've drafted up a helpful article on our Knowledge Base about TorqTune Pro.

It's a what, why and how article, written for dealers, tuning shops and anyone already working with AutoTune, Tuning Link or TuneLab.

The article goes over:

• What TorqTune Pro is, where it lives in Power Core, and the exact list of tables it tunes
• How the ECM models torque without a torque sensor
• Why flattening those tables makes things worse, table by table
• The full procedure: prerequisites, dyno setup, the RPM ladder, running the correction, and what to check once it's applied
• A common-mistakes table, and screenshots of every setting along the way

Link to article: https://www.dynojetuniversity.com/pages/blog?p=introducing-torqtune-pro-for-gen-2-harley-davidson

Get Power Core (Beta): https://www.dynojet.com/downloads/power-core-software-download/

09/18/2026

Reigning 450MX champion Hunter Lawrence recently shared a clip using one of our 250i motorcycle dynos to get some initial runs on his ALL NEW CRF 450R race bike.

Although it may not give Hunter Lawrence speed, did you know that Dynojet makes an aftermarket flash tuner for 2018-2026 Honda CRF models?

Unlock more performance and smoother throttle response for your CRF with our plug-n-play Power Vision 3. Adjust limiters, fans, and more.

Want to learn more? Comment “Ride Red” to get sent a link in your DMs!

09/15/2026

We are looking for a Client Success Agent to join our team in Belgrade, Montana.

The Client Success Agent is responsible for providing an exceptional customer experience throughout the customer journey. This role will serve as a key point of contact for Dynojet customers, dealers, and powersports enthusiasts by answering questions, resolving issues, providing product guidance, and ensuring customers have a positive experience with Dynojet products and services.

This position is ideal for someone who enjoys working with customers, solving problems, learning technical products, and representing a performance-driven brand. A candidate who is personable, reliable, technically curious, and able to communicate effectively with customers through phone, email, and other support channels. Someone who has a passion for motorcycles, powersports, automotive performance, or related industries is highly desirable.

Rate of pay is $20 - $25/per hour depending on experience.

To apply or learn more: https://dynojet.applytojob.com/apply/OuS7m4U8Pb/Client-Success-Agent?source=facebook

09/15/2026

We added +32 wheel horsepower on a 2026 Kawasaki Teryx H2, and where it came from is stranger than it sounds.

The H2 runs a 998cc inline four with a centrifugal supercharger driven straight off the crank. No wastegate. No boost target. It's on a fixed gear, so boost is whatever RPM the engine is turning. And on this machine, the part that decides engine RPM is the CVT.

That makes the clutch your boost controller. Which means the most important performance part on this machine was never in the engine.

Except the factory calibration was written for the factory clutch. Take RPM somewhere the stock setup never goes and the ECU starts pulling throttle, timing and fuel. Clutching alone runs into a ceiling. Tuning alone raises a ceiling the stock clutch never reaches. You need both.

Here's what that looks like on our dyno: 174 wheel horsepower stock, 198 with our Power Vision 3 tune, just under 207 with the tune and our adjustable clutch kit. The peak isn't the story. The tune's curve falls off as speed builds because the stock clutch lets the engine drop out of the RPM where the boost lives. Add the clutch kit and it holds over 200 wheel horsepower flat from 35 to 80 miles an hour. Around 60 mph that's roughly a 20 wheel horsepower gap from clutching alone.

We also break down why our 174 isn't the 250 Kawasaki advertises. Same machine, three different measuring points, and the only number that travels with you to any elevation is the gain.

Tested on our own dyno in Belgrade, Montana at 4,440 feet. Gains measured against our own same-day stock baseline.

Products in this video:

Power Vision 3 for Kawasaki Teryx H2: https://www.dynojet.com/power-vision-3-for-kawasaki-teryx-h2-pv3-17-04/

Magnet Adjustable Clutch Kit for Kawasaki Teryx H2: https://www.dynojet.com/magnet-adjustable-clutch-kit-for-kawasaki-teryx-h2-17-dck4/

Pressure Plate Kit for Kawasaki Teryx H2: https://www.dynojet.com/pressure-plate-kit-for-kawasaki-teryx-h2-28700010/

Universal Tokens: https://www.dynojet.com/dynojet-universal-tokens/

Also worth a look:

Throttle Commander Kit for Kawasaki UTV: https://www.dynojet.com/dynojet-throttle-commander-kit-for-kawasaki-utv-96070014/

Belt Temperature Sensor Kit: https://www.dynojet.com/accessories/belt-temperature-sensor-kit-for-kawasaki-krx1000-1/

(The clutch kit needs a spring compression tool. Have it installed by a qualified technician.)

09/11/2026

Two new tools for Gen 2 Milwaukee-Eight tuning are in beta now: Torq Tune Pro and Tuning Link for Gen 2 M8.

If you've built a Gen 2 Harley-Davidson model and it's still not making the power it should, the torque control system is probably why. The ECM is targeting the torque numbers it was calibrated for on a stock motor, and it's hitting them early. So it pulls throttle. Or it overshoots and shuts the engine down.

The usual fix is to go into the torque tables and flatten them out. Don't. Max Throttle Override stacks on top of Max Throttle, and a 1-to-1 table there can hand the rider 100% throttle at 40% twist. The engineers who built these ECMs don't hand-edit those tables either. They run models.

Torq Tune Pro is our version of that. Feed it your current tune and a few datalogs, and it corrects the airflow tables the torque system depends on, so the ECM's estimate matches the air the bike is actually moving. Throttle opens when it should, ride modes and traction control keep working the way they were designed to.

Tuning Link for Gen 2 M8 brings the dyno-side VE correction workflow to these bikes.

Both are in beta, so the workflow is still being refined. Full walkthrough videos for each are in production.

Leave any questions you have in the comments and we will do our best to address them in the upcoming launch videos.

09/11/2026

09/09/2026

Does the Power Vision 4 handle turbo builds?

Forced induction lives or dies on the ECU's ability to manage boost and read manifold pressure. Factory-turbo machines are built around that from the jump; bolt-on turbos ask a once-naturally-aspirated ECU to do something it was never set up for. The hardware that matters most is the MAP (manifold absolute pressure) sensor and how far its scaling can be pushed.

So, does the PV4 handle turbo builds? Of course, our entire line of reflash devices can. Factory forced-induction machines like a Polaris RZR Pro XP or a Can-Am X3 are 100% native: the boost runs on an ECU architecture we can get into, so we can alter fueling, alter boost requests, and change the rev and speed limits right out of the gate.

Adding a turbo to an NA bike is a different equation. There it comes down to whether the ECU supports more than one bar of pressure, and whether we've exposed the manifold pressure sensor scaling — which, in nearly all cases, we do. That means you can swap to a 2- or 3-bar MAP sensor for your turbo kit and tune around it. As long as everything's supported, we can absolutely do aftermarket and bolt-on turbos with the PV4.

The workflow is the same either way: flash your vehicle directly, or share a tune to your cloud account, grab the phone app, change every parameter you need inside your Turbo Prep .djt file, share it, and flash it. Factory turbo? Absolutely supported. Bolt-on to an NA bike? A little more involved, but the PV4 still gets you there. Start with your Turbo Prep file and fitment at dynojet.com.