A POIVRAGE PNP TUNE IS…

 

SOUND
A unique sound signature thanks to the high precision of our adjustments—whether you’re using stock or aftermarket exhausts, you’ll enjoy a full orchestra of rhythm.

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FEEL
Engine torque is available as early as possible in every gear. We pay meticulous attention to smoothing out the curve tables, so the engine’s behavior is smooth and linear. You get an instant feeling of security, letting you focus on the road.

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TAILORED
Every engine adjustment is custom-made for your Indian Motorcycle.
Real-time engine optimization using the latest manufacturer software, compatible with Digital Wrench.
Tens of thousands of parameters are adjusted remotely by decrypting and decompiling the entire stock engine control module.

All data modifications take into account your stock or custom parts, for a balanced engine in every season.

Our development for Indian Motorcycles is rigorous and repetitive, done on a Rotronic dyno. Extensive road testing is performed in extreme conditions before our maps are ever released.

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THE NETWORK

Since 2017, Poivre Noir SA has been the first company in Europe specializing in American motorcycles to independently market its engine optimization expertise directly to dealerships.

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STOCK MOTORCYCLES

When riding in cruise mode or when overtaking, bikers often need to focus on the engine, downshifting to safely gain speed.
Due to manufacturer settings, regulations, and fuel quality, factory ECU algorithms often create comfort variability depending on engine speed.
The throttle doesn’t always open 100%—even at full twist—because ignition and timing are controlled by algorithms designed for different fuel grades (e5_102, e5_100, e5_98, e10_95).

On the road, at 70 km/h in 5th or 6th gear, even with full throttle, acceleration feels choked—the engine struggles at first, torque drops and is replaced by power as you reach higher RPM, usually forcing you to drop one or two gears.

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TUNED (POIVRÉES) MOTORCYCLES

Results guaranteed.
We’ve adjusted tens of thousands of parameters to reach the Stage 1 PNP TUNE that’s right for you.

Your engine is optimized with the utmost care and perfectly matched to your mechanics.
We guarantee a safe ride—you can focus entirely on the road.
The first results are visible in the smile of every “Poivré” biker and through testimonials on social media or at events like Punta Bagna.

A tuned bike is responsive, with a deep, rumbling sound.
Much more fun at low speeds, the engine runs smoothly—no hesitation or harshness.
Acceleration is smooth and linear.
A ride quality that’s just perfect.
A perfectly balanced engine for seamless gear shifts.
Wonderful torque and power when you need it—the tune is optimized for each chassis, so you can ride sporty without even noticing.

When riding two-up, the passenger will notice improved comfort along the ride.
Bikers who want to keep their “Match-Number” can choose a PRIME stage, keeping their bike 100% stock.

Those seeking more torque and power can opt for an open high-flow filter (like KN extreme) for intake sound and filtration, maximizing engine air intake.

Depending on the brand, it’s recommended to install high-performance Iridium spark plugs sold by motorcycle dealers.

We advise against riding with variable exhausts in closed mode, unless your brand has an automatic opening function for high engine temps.

We’ve noticed that bikers wanting more power and sound on their Indian often install an extreme air filter and super short (even empty) exhausts.
This changes intake resonance and will affect your engine map—the bike may become less smooth. This setup is mechanically contradictory and not recommended.

We refuse to optimize bikes where the ECU has not respected manufacturer safety guidelines—usually due to freely downloaded tuning boxes, which can disable or shift safety tables. Engines with these settings often suffer premature wear.

No one can speak about a Poivré bike unless they’ve tried one ;)

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ROTRONIC DYNO

A dyno measures wheel horsepower (whp) via a force sensor on a roller. After the run, the operator puts the gearbox in neutral and the dyno measures how quickly the wheel and roller slow down, to determine engine power (hp).

In a “perfect, frictionless world,” the wheel would never slow down—so wheel power would equal engine power.
But on a real bike, the gears, tire, chain or belt, and even the dyno itself all create friction, so the wheel slows down—this is called drivetrain loss.

On a motorcycle, drivetrain loss is generally 10–15%.
So 100 hp at the wheel means 110–115 hp at the engine.
Manufacturer specs are always “at the engine,” because during development, engine power is measured directly on an engine dyno, without the gearbox or drivetrain.