An excerpt from the attached document:

This is a short “diary” of modifications and dyno testing on my 1996 FLHRI (EFI Road King). All of the tests were made on the same Dynojet 250 dyno, using STD correction—with the exception of the seventh, which used SAE correction[1].

Most of the tests prior to the seventh were 4^th gear roll-ons with a 5-speed, which resulted in a 3.87 final ratio. The seventh was a 5^th gear roll-on with a 6-speed, providing a 3.60 final drive.

All of my later runs probably indicate a little less power than would the same bike with a stock [3.15] final drive, but not so much that I’d worry about it. Dynos often indicate lower power when lower gears are used during the run, thus 5th gear may show more power than 4^th gear, and a 3.15 drive may show more power than a 3.36. On the 6-speed, In order to make the results comparable, the runs are in 5^th gear because that final ratio was pretty close to my 5-speed 4^th gear.

Most environmental conditions were similar, though they were made on various dates over the course of ten years or so. This is because I usually used the same dyno and operator[2], in the same locations, and generally in about the same seasons of the year.

The engines were never “tuned” using the dyno. Rather, they were tuned on the road, and then documented on the dyno. (Refer to the document “Street Power: Tuning the Power Commander III USB Without a Dyno” for further information about the techniques and tools I use to tune an EFI bike on the road).

[1] SAE corrections tend to produce numbers a little lower than STD. SAE is the convention in the U.S auto industry, while STD has been the convention in the motorcycle aftermarket.

[2] On the last one, the operator was me! First time I actually got to do that, thanks to my friend John Golden. Guess he had a case of temporary insanity that night…