STAGE 1 INDIAN 116_CHIEF_BOBBER , July 07, 2021

STAGE 1 INDIAN 108_CHALLENGER , February 27, 2020

STAGE 1 INDIAN 1200_FTR , May 02, 2019

Innovation is in perpetual motion, so new challenges are offered each year to engine calibration engineers to be the first to make it functional.


A unique sound thanks to the precision of our settings, the original or optional exhausts will deliver a whole rhythmic orchestra.​


An engine torque that is available as soon as possible for all gear ratios. We take great care in smoothing out the curve tables, the engine behaviour becomes round and linear.

An immediate feeling of safety, so you can concentrate solely on the road.


Every engine tuning is made for your Indian Motorcycle.

Real-time engine optimisation for the latest Indian-Motorcycle software.

Tens of thousands of parameters are modified remotely by decrypting and decompiling the entire original engine control module.

The modified data takes into account your original or custom parts in an extended way in order to benefit from a balanced engine whatever the season.


Our developments on Indian-Motorcycle are carried out in a sustained and repetitive way on a Rotronic power bench. Multiple tests on the German road are carried out before being marketed.


Price found 600 



All models until 2022
Fuel: SP 98_E5 SP100 and occasional SP95_E10


Extreme flow filter type KN
Original or Performance Exhaust



Price found 600 


Original power retained

2017 until 2022
Fuel: SP95_E10 SP98_E5 SP100

Options: Original or KN replacement filter.
Original, variable, homologated exhaust system



Price noted 600


Restrained power retained

2017 until 2022

Concerns: manufacturer's limited motorcycle

Fuel: SP95_E10 SP98_E5 SP100


Original or KN replacement filter.

Original, variable, homologated exhaust


EVO e85® without additional box

Observed price 600€ ​


Fuel : E85 E10 E5 all volumes

Applies to: All models from 2021



Since 2017, Poivre Noir SA is the first company in Europe specialised in American engines to independently market their engine optimisation know-how to manufacturer's dealers.​​​



When riding in touring mode and when overtaking, the biker must concentrate on his engine in order to increase his speed by downshifting to ensure his good trajectory.

Depending on the manufacturer's settings, the standards in force and the quality of the fuels, the factory engine settings algorithms regularly show variations in comfort depending on the engine speed.

The throttle does not always open at 100% depending on the engine speed, even when the throttle is fully opened, the ignition and engine advance are under algorithmic pressure to burn the fuels. e5_102 - e5_100 - e5_98 - e10_95.

On the road, at 70 km/hour in 5th or 6th gear with the throttle fully open, the acceleration is done by choking the engine, the engine does not find its momentum at the first attempt, its torque curve drops to replace it with power in order to take the high engine speeds and this obliges most of the time to drop one or two engaged gear ratios.


Obligation of result.

We have modified tens of thousands of parameters to achieve the Stage 1 Poivre Noir Performance that suits you.
We have optimised your engine with great care and in perfect harmony with your mechanics.

We ensure that you can drive safely, so that you can concentrate on the road from now on.

The first results will be visible on the lips of the mapped driver or Peppered Biker and through the many testimonials on our official Facebook pages.

A recognizable sound that delivers a whole orchestra of muscle with the idle speed lowered to 944 rpm or below according to the manufacturers' instructions.

A PN-P motorbike is reactive and delivers a dull sound.

Much more fun at low speeds, the engine will run smoothly without any hesitation or harshness.  The revs will be linear and smooth.

More than perfect driving pleasure.

A perfectly balanced motor for better gear selection.

Wonderful torque and power when need it, the setting is optimised for each chassis, so you can ride sporty without even realising it.

As a duo, the passenger will benefit from improved comfort as the ride progresses.

Bikers who wish to remain Match-Number will be able to benefit from a stage 1 while keeping a 100% original motorbike, you will be free to put afterwards homologated exhaust, our mapping will adapt itself to the new configuration.

Bikers who wish to increase the torque and power of their engine can choose an open filter type KN extreme flow to appreciate the sound of the intake and its filtration quality in order to maximize the air filling of the engine.

Depending on the brand, it is advisable to use Iridium (high performance) spark plugs sold by motorbike dealers.

Bikers who wish to increase the sound of their motorbike while remaining legal, can choose our Vario engine mapping which will be perfectly adapted to variable valve exhausts.

We do not recommend riding with variable exhausts in closed mode unless the brand you have selected has an automatic opening function in case of high engine temperature.​

We have have noticed that bikers who want to increase the power and sound of their Harley-Davidson to the maximum, install an extreme type of air filter and very short exhausts, often even empty.

The resonance in the intake will automatically modify the behavior of the engine mapping, the motorbike will have some imperfections on the engine progressiveness, this type of equipment is not advised, it is too antinomic mechanically speaking.

We refuse to improve motorcycles that have an engine setting that does not comply with the manufacturer's safety instructions. Most of the time, these settings are the result of the installation of a free download automation box and the safety tables are shifted, sometimes rendering them inactive.

Engines that have had this type of setting have suffered premature wear. 


Nobody can talk about a PN-P mapped motorbike or peppered motorbike if they have never tried one ;)


A power bench measures the power at the "wheel" ( whp ) via a force sensor on a roller.

Once the shot is finished the operator puts the gearbox in neutral and the power bench measures the speed at which the wheel and the roller slow down, in order to determine the "motor" power (hp).


In a "perfect and frictionless" world, the wheel once started would not change speed, and the "wheel power" would be equal to the "engine power", but the gears of the motorbike, the tyre, the chain or the belt, but also the moving parts of the dyno generate friction and the wheel inexorably slows down with the reading time, this is called the transmission loss.


On a motorcycle, the transmission loss is generally between 10 and 15%, i.e. 100 hp at the wheel gives between 110 and 115 hp to the engine.
The powers figures given by the manufacturer are always given "at the engine" and not at the wheel because during development, the engine power is measured on a specific engine test bench directly without gearbox or transmission.