Episode 3: Tuning Myths: What's True, What's Hype, and What You Really Need to Know

In this episode of the Fuel Throttle Podcast, Jamie sits down with Lucas to break down some of the most common questions, misconceptions, and debates around motorcycle tuning—straight from the day-to-day reality at Fuel Moto.

From why motorcycles need to be tuned in the first place, to how component selection, exhausts, cams, and torque management all work together, Jamie and Lucas explain why you can’t tune your way out of a bad combination—and how the right tune brings a good build to life.

They dive deep into:

• Factory tunes vs aftermarket tuning
• Torque management, limiters, and modern Harley ride modes
• The real story behind dyno numbers, correction factors, and “hero runs”
• Why consistency matters more than peak numbers
• Dyno tuning vs remote tuning—and why both have their place
• Common myths like “every engine needs a dyno tune”
• How misinformation and social media hype often lead riders astray

The conversation also pulls back the curtain on Fuel Moto’s dyno process, data-driven testing, and why honest, repeatable results matter more than flashy charts. Jamie and Lucas wrap up by encouraging riders and tuners alike to focus on learning, asking the right questions, and filtering out the noise.

If you want a real-world, no-hype discussion about tuning, performance, and what actually works, this episode delivers.

🎙️ Follow the Fuel Throttle Podcast for future episodes as we continue cutting through the noise and talking about what’s real in motorcycle performance.

Transcript

Hello, I'm Jamie with the Fuel Throttle podcast today we're gonna discuss a few things about tuning and some topics and some popular questions. Kind of go through day in day out at Fuel Moto here with customers and whether it's somebody that's at our shop, getting dyno tuned, somebody on the phone or by email looking for tuning support.

And I have Lucas here today with me, who for those of you don't know, he's my son. He grew up in the industry here. He was a couple years old when we started and came to work with dad. And here we are now, 20 some years later, and we're here to talk about tuning. So the first thing we're going to talk about, why we tune motorcycles, why we do tuning. 

And Lucas can discuss, he spends the great majority of his day discussing tuning wants and needs with customers. Primarily, Lucas is on the phone some, but primarily by email he heads up all of our remote tuning and support and calibration support and distributes the great majority of the maps. He also helps develop the maps on the dyno and he knows the bikes really well too and he can build engines and put cams in and tune. Pretty much do everything we do here. let's talk a little bit about why we tune bikes.

Yeah, from a mostly stock standpoint, the biggest gains are on a completely stock bike. You'll get some of the limiters out of the way, raise some things up, improve response and efficiency, and also there's some room to increase performance and make those sorts of improvements. And obviously at the other end of the spectrum, if someone's putting together a potentially 150/200 horsepower engine that they want to make sure runs properly.

Tuning is required and it's not necessarily making the power with the tune, but obviously it's a requirement for the recipe to have a good running and efficient engine is to have it tuned properly.

A tune is what really brings a combination together. I like to use some terms like "the tune's only as good as the combination, and the combination's only as good as the tune". So it really has to work hand in hand. And you have to have components that work together. You also have to have a tune that makes those components work. So part of the big picture is selecting the components that complement each other.

Along with that, understand that if you don't choose the right components. That A: it can cause issues, but B: there'd be some type of compromise. And compromise isn't always bad, but you just have to understand that when you're choosing the combination. A lot of it comes down to exhaust systems and camshaft.

The relation there is a huge, huge part of things. And it falls hand in hand with like idle lope and how they want it to sound. So a lot of the problems we see day in, day out are related to having bigger than necessary baffles, big open pipes and cams that have maybe too much overlap or not suited to that compression or application.

A lot of it we see is driven by social media: Facebook, Instagram, TikTok posts of sounds of mufflers and pipes and camshafts that a lot of people may choose that over the best overall performance. And that's probably something Lucas sees the most, would you agree?

Right, yep, that's a big part of tuning daily is just noting that you can only do so much in the calibration alone and you can't make up for airflow. You're not improving or necessarily creating airflow with a calibration.

I use a lot of catchphrases and things in my emails and some of the videos I put out is "you can't tune your way out of a bad combination". And Lucas, I hear him talking to customers and explaining that a lot during the day.

In some cases, it really is just about accepting compromise and that can get you desirable results. And in some cases, if you have a part combination that just simply won't work, no amount of tuning is going to make it in some cases even really run that well. So that's always something to consider.

The tuners, I feel, are often in any industry gonna be the ones that get the brunt of the troubleshooting and that's where the buck's usually gonna stop when people want their issues fixed.

Nothing is worse than having somebody roll a bike in that you're expecting to just be able to throw this thing on the dyno and tune it... while sometimes you're fixing things on. It's one thing, but the other part is you're trying to overcome things that weren't maybe done correctly along the way and trying to do your best to communicate, "hey, we should really change this to make it that" a lot of it is no fault of really anybody because this isn't stuff that is inherent knowledge. It is stuff you kind of learn along the way, and we've been doing it for a really long time. 

For every dyno chart, combination, product or a common engine package we produce, we might have a dozen that we didn't. Because I just did one today, and it was really good, but not just ideally perfect. I thought I'd go in and maybe make some changes to the baffle and modify the exhaust a little bit. I did that and it didn't really improve or change anything. So it's just all about testing and proving the combinations over and over.

So let's talk a little bit about the factory tunes and the differences between the factory and say aftermarket, like a Dynojet or Fuel Moto tunes or even the difference between Thundermax tunes. What they really changed in the factory. 

The biggest difference is that for off-road use only, there's either there aren't necessarily emissions regulations or warranty regulations that aftermarket shops and independents are abiding by. But also it's worth noting too that a properly tuned bike isn't necessarily going to be void of passing emissions or anything like that.

A lot of the Dynojet tunes are 49 state compliant and we have the ability basically to make our tunes the same way. A lot of it has to do with closed loop and the lambda AFR targets. 

Right. I think not that difficult to get a properly tuned bike that's going to be well within the standards. But the big gains are going to be obviously now especially on the newest bikes is the limits.

We talk about rev limits and speed limits but that's really only part of it. It is torque management and limiters, that's a big part of the gains are going to be in the torque management. We have a lot of charts out there, especially the most recent ones: the CVO RR that's a big gain there just from the torque management

Right. On Gen 2 bikes especially, and even just newer bikes, particularly Milwaukee-Eights, ever since traction control was released, was a big turning point for sure. That's why we work with so many people, not only a mass amount of consumers and end users, but also dealers, shops, and other tuners across the planet. That are needing assistance or want somewhere to start that has a lot of the really the in-depth development, and time spent already basically figured out because there are so many different models for torque-based throttle and torque intervention, that are going to prevent you from basically prevent one-to-one.

Essentially any of that, the torque based controls are there to remove power, not at it so that's a good way to look at it. So it isn't just getting the throttle one to one it's removing the limitations between point A and point B. There are many different factors: it's the power control of the engine a lot of different reasons. They do that is to know for to eliminate some of the shock load on the engine.

But a big part is to the meet emissions and soften the motor up and basically keep it within the boundaries of what the motor company feels is the safest. The best way to deliver that to the consumer as a stock motorcycle where as we change these aftermarket parts whether it's a simple exhaust intake swap or something a little further like cam, big bore, any of that that really is important to get the torque management and all that fixed up.

Right, it can be relatively easily defeated, but just like any other OEM feature or safety, it's obviously desirable to maintain those systems and keep them in place to ensure.

Well not to mention all the new bikes have the different ride modes. So that's really important to keep all that working. But at end of the day it's basically the difference the between the factory tune, it's designed to keep the warranty, the emissions compliance, and also protect some of the driveline features of the bike.

Whereas the aftermarket tunes are going to be much more performance based in lot of applications. And not to say we strip the everything out of there where it's going to cause issues or anything, but we find a very good happy medium between aggressiveness and how to keep the drive line happy. Again, there's a lot of stuff in there that does really help as far as the drive line shock load and things that are incorporated into the tunes that we keep working in there.

That's really good that we can get these bikes tuned. And some of the gains we see from them is just huge. I mean, on the Gen 2 bikes, especially where we get the limiters and the torque management, and you put a stage one air cleaner on some of these bikes that have an overly restricted air cleaner and exhaust. Some of these bikes we see 20 horsepower gain from just exhaust intake and tune.

In the Twin Cam days you'd have to do an exhaust intake and a camshafts to see that kind of stuff we see on some of these bikes. Some of them not so much like the CVO ST that one's a pretty solid bike. I mean that one is probably one of the better tuned Harleys that's ever been released and then on flip side of things that's the Softail like the the custom series, which would be like Street Bop and such that one is really restricted back.

And then the CVO RR, which obviously a special custom bike, but that one has the throttle blade really, really delayed and a lot of torque management in there. But that's really the difference between the factory and aftermarket.


Having a properly calibrated bike and still be in the area where you're getting all those nannies and stuff out of the way, but not completely losing the features and functionality of having traction control and ABS, for example, is ideal. That's what's being maintained with our tunes.

Another topic of conversation, in this kind of performance space, is dyno numbers. And I feel there are a lot of dynos across the country and across the planet that are have Harleys on them daily or nearly daily. So I think that's a really misunderstood topic as well. There's a lot of things out there and there are a lot of for sure, different shops and methods of running the bike.

There are so many variables that are hard to account for when you have different people, different bikes, and different locations with different dynos constantly making pulls and posting them.

Not to mention on top of that you got shops using different correction factors, different test procedures, the difference in dyno cells and this is hugely different. Believe it or not, the dyno itself is a pretty well standardized piece of equipment. Although you can make it read whatever you want, it really isn't like that at all because the dyno's got a fixed drum. There's nothing you can set up or adjust in the software. 

You can change the correction factor to different SAE, STD, and DIN and other correction factors. But beyond that, it isn't like the dyno operator can't like make the numbers change. There's ways to trick dynos, but the best way to ensure the integrity of a dyno run, whether you see something posted or it's a run you have of your own, is to look at the correction factor, the actual factors itself.

That's going to be a multiplier of the actual data and also ask the dyno operator when you get your sheet to put the conditions on that. That is one of the real only ways to trick a dyno. I know some I've seen years ago already, where they took  a space heater on the dyno stack to try to get the weather station to read hotter than what it was. 

So look at the weather conditions on your dyno chart. Not just the temperature, but also the relative humidity and air pressure. Personally, me and Lucas can look at a dyno chart and we can see the correction factor, what the multiplier is and look at the weather, we can tell you if it's legit or not. And I think that's part of the reason why some of these shops don't put that on their sheets when they really should.

Yeah, there are a lot of constants like correction factors that are made to level the field as much as possible across dynos. But the other thing to take into account is that the most reasonable and consistent way to gauge how good your gains were, how well the bike's performing, what kind of power you made is usually going to be having a good baseline to compare it against. 

Having a dyno run made when the bike has not been modified or prior to whatever modifications you're making and then a dyno after it's completely tuned. Seeing the difference between the start and finish on the same dyno operated by the same person, ideally, same bike, same gear and everything, the runs being nearly identical procedure being followed, but on the same dyno, it's really important. That's usually the best way to ensure that you're getting a pretty accurate idea of what you're gaining. A dyno is just a tool to measure. 

At the end of the day, it's already been talked about and shown how there might be some variance and not everyone is necessarily on the same page with how they're running bikes in the dyno.

"Every dyno is different". Well, the dynos one of the things that really stays the same. The dyno isn't that different. Everything else is different, from one shop to the next. And that includes how the bike is ran, what gear it's ran. And I think the guys that are putting the big numbers out there, they all know how to ring the things out and get the right numbers and make that work. But I think what they do is they maybe go a little further and beyond. So they know how to get the high number, the high flyer.

And then what they do from there is they put it in STD correction, it makes it little higher yet. And then sometimes they stretch or scale the graph. I know some of the guys you see, export the graph a certain way. So it's funny because me and Luke, work in dyno charts and data all day. So we know what the dyno exports, or the software does rather. 

And some of these charts, they actually use an earlier version of software. They export the graph back into there and then they set up the chart to be overly rectangle to make it look like the torque is completely flat. And right or wrong. mean, that's not the actual bike or the tune. It's just what you're trying to communicate is maybe not exactly what you got. 

Trying to visualize how a motor runs and responds on paper or a dyno screen, is really difficult. Because there's some really hot running engines and ones that the curved may not look perfect on. And on a separate end, have some stuff that looks just perfect and sometimes are a little less than ideal too. 

But on a dyno thing, it comes down to not so much the difference in the dyno hardware itself, because that stuff is very much the same, dyno to dyno. But if you look at the rooms, but we have probably one of the nicest or the nicest dyno in the country. We take a lot of pride in this thing. This is the third one I've designed and built, each one's got a little better as we've moved different locations.

We've been in this location since 2019 and purposely built my dream dyno room.  Where it has a very complex makeup air and exhaust system. We're using makeup air and extraction completely different from the tailpipe exhaust. We have heat and climate control in there. A very, very clean down room because of the amount of hours we spend in the dyno here.

Essentially I've been in a dyno almost every day in my adult life. And the biggest thing I want to at this point, is to make sure the air is clean. And especially for anybody else that use it here as well. We spent a lot of time making sure that all that was right. I will do another podcast and video to talk about and show some images of our dyno room and how it operates. 

But that's a big a big difference from an open air dyno like some of these shops we have they got the dyno sitting on the floor, or in a little room sometime the doors are barely open. They have a couple of small fans pushing it through there, I mean that thing's you know it's breathing its own exhaust. That's a big difference, all of our air that comes into the front of the dyno near the it and then it gets right up to the intake of the bike, that's all coming from outside the building.

We have several different fans and evacuators that get the exhaust out from behind it. There's a big difference between air tumbling in a room. And I've done it in all kinds of ways. I've been in the best of the best and the worst of the worst. And it definitely makes a big, difference in the way it is. And it's another part, why we like to keep the numbers consistent. If we're doing a test, say we're testing an engine and we're doing a shootout with different camshafts, or an exhaust systems, and we go test to test to test. 

I mean, if we want to, we can keep that room the same. Literally set the temperature on the wall, and that is going to stay plus or minus a couple degrees. If you want to keep it accurate, you can keep it the same exact temperature for all tests. And that's what we like to do when we really want to know. 

Because the one thing about the dyno numbers, when you got people who are maybe pushing the numbers or fudging them a little bit. You're only lying to yourself. That's the big thing here. We try to keep everything very conservative and consistent. So when we have an engine package, a camshaft, or a pipe to give to a customer: it does this, it does that. So that's a big part of what we do here.

Yeah, it's better to have consistency in the parts and recipes that we consistently use. Rather than install a new cam and pipe on a big work hit or an engine that we frequently use and make a couple glory runs. Say: "hey, this is going to do that" and then you get it out into the wild and have people across the country. That's not necessarily, make as much as a one hero run in really good conditions made. 

So staying consistent and seeing kind of where your bike stacks up on single dyno is usually ideal. If that's what you're gonna go by is dyno numbers, that's gonna be the best. But obviously someone who's following good procedure and is a reliable dyno operator should be able to still give a decent benchmark. And that's what we try and provide with our massive repository of dyno charts. I think we actually have one of the highest traffic dyno chart pages on the entire internet if you type in "dyno charts".

Some of the analytics beyond our charts are crazy. It's funny because we also see a lot of our charts used by manufacturers. A lot of them without our permission even. Many times over the years, we test parts for different companies, but some of the companies we assist with development and the pre-release of their products and figure out what works and what doesn't work. 

It's not uncommon for us to come across a dyno chart on a website where sometimes they just crop out our logos or other times they just put it in like a graphic generator through a software program and spit it out.

I'd say that probably speaks to the validity and how well accepted our dyno charts and testing is.

So before we wrap up on this podcast, let's talk a little bit about myths and misconceptions. We're not going to tell you what not to do or what this don't work or that don't work. We don't focus on that. 

We focus more on "here's what works and here's what you can do or here's what maybe we would do". We're here to lead you along the way and maybe not make some of the mistakes or waste the time with some of the stuff that we have over the years. 

The first point I would say, the first misconception I have is "every engine needs to be dyno tuned". At the end of the day, the easiest example you can really point out is the fact that every vehicle, every fuel injected, even back to when they were carbureted. It's not like every single engine was being jetted and tested and verified and individually tuned before they rolled off the assembly line. It's the same now. I mean, there are groups of calibrations and there is some variance among OECALs for manufacturing.

But by and large, most bikes, if they are same model, same engine size, same whatever... they're gonna ship with the same calibration. Whether it's getting sent to, you know, Florida or a California dealer or Texas or wherever. There is an area that you can achieve with a calibration that should be more than suitable for a closed loop fuel control to clean up and maintain.

And they got a decent window of fuel control and even adaptive knock retard and things like that will help with that. I guess what I try to get people to understand is it all comes down to the accuracy of the calibration and the tune. So if you've got a stock bike or with an exhaust and intake, that stuff's all really easy. 

We have hundreds/thousands of different master stock exhaust and air cleaners and all that and different pipes and mufflers and that's really easy. But you get into camshafts and big bore stuff, you got a very accurate map for that setup, it can be really accurate. 

But also understand that the further you get away from stock with components, you start putting the variances and injectors and fuel pressure and exhaust pipes and not to mention the differences.

How many times a day do we hear, "hey, I got your exact combination, but I used this muffler, or this cam, or these injectors" And that changed the game then, you know? But its all completely good, because it's all doable. That's why we tune these bikes. Lucas how many bikes a week you tune remotely? I mean, 40 or 50 probably...

We have to take into consideration the amount of parts we sell and the amount of business we do here, the amount of dealers we support. We can only tune so many bikes physically on site. 

Between in-house shop bikes and customers, it's usually five to ten typically but depending on how busy it is. What what constitutes being a full tune so to speak versus a remote tune.

We're in touch with, in many weeks, hundreds of people a that is usually not every one of those people with an ongoing tuning process. A lot of them are just using our base tunes to start out with but as far as how many tunes are distributed between the devices we ship out weekly, the people we talk to and and work with tuning, and the bikes in house I mean, it's usually hundreds or over a hundred.

The further you get away from stock the more variables and the more those stack up, but at end of the day, if we have a good base tune to start you with... it's usually not out of the realm of possibility with some additional data to dial a bike in pretty well. A lot of customers I find just aren't near someone with a dyno or near near anywhere that has openings, they'll install a wideband controller and wideband sensors. 

That's essentially if they're able to log, competently observe, and make sure the bike is running okay enough to send me data to work off of, you're really going off the same data that you would be on a dyno.

We are using the same stuff, the same software even. Over the years we've created platforms we use for logging, using the software to develop histograms and filters and things. And the Dynojet stuff has got way better over the years, but the current stuff is really good.

Yeah, if you have the proper data acquisition and you have someone that's willing to work with you and is competent and can ride the bike and be observant, it's really not an issue to remote tune. And obviously we have a whole network of dealers and shops that we want to support, even the ones that aren't necessarily buying anything from us or work with us at all. There's other good tuners out there.

We like to support them just to make sure the the customer is happy at the end of the day. A lot of shops that don't even work with us directly, the bikes come in with our tune already in it in a lot of cases and it's a good place to start. It's just good for everyone at the end of the day. It's not always necessarily that we need to circumvent the dyno tuning process. There's room for everyone to tune motorcycles just like anything else, but there is also the ability to work on these bikes and get them dialed in remotely.

Say you have a 2025 or 2026 Harley and you want to tune it, but you want to take it to a dyno, you're still going to need the tuning product. So we have, the best pricing and have thousands of tuners here in stock and on the shelves in the warehouse. And we also know the products very good in and out. It's basically our specialty to get get the customer near the finish line right out of the gate is our best goal. 

We'll get them a tune, get them set up. I mean 99 % of the time we just send the tune and it runs well for the combination, assuming they have a combination that's built up correctly. And then if they do choose to take it to a dyno tuner...they would have needed the tuner anyways, but it really saves the dyno tuner a ton of times. 

We have tuners that love us, have tuners that hate us and we'll say all kinds of things, but at end of the day...we know that, because we're tuning off the same base tuners here every day, we know exactly what they do and don't do.

The Dyno tuners really like getting the bike in with our tunes in, because then they can smooth the process, and we help those guys too, if the tuner needs help.

It's definitely a mutually beneficial relationship. Obviously, we provide the support and parts and the basic tune support to the customer and we want them to be happy. If they end up bringing it to a dyno shop, the dyno shop will still get their cut of business and the customer is gonna be happy at the end of the day. And that usually is the quickest and easiest if we're coupling our support and the resources we can provide with the dyno tuner obviously being able to have the bike right there in front of them and get it all sorted out in one shot. 

The dyno tuning versus remote tuning, I think has been widely misconceived for a long time. But right, it's the complete opposite in any other industry. 

No vehicle I've ever tuned or modified myself and driven on the street had a dyno. Lucas does cars too, by the way. 

Have any of your cars been on the dyno?

Do you even know how much horsepower your cars have?

Right. The biggest thing too is the car world has in a way been forced into that direction a lot more because car dynos are expensive.

Yeah, and not to mention the car users are complicated. And if you're doing a car dyno, you really need to know. You have to concentrate on one platform, because there wasn't any way you could know how to tune all these different vehicles and all that stuff. And there's some guys that are really, really good at it, and those guys we know help us out. That's honestly what helps us excel in the Harley world, because this is really what we concentrate on. It didn't used to be like that.

We used to tune Jap bikes, Euro bikes, all this stuff. And when, in like 2006/2007, when we went towards Harley, when you were just a little guy, and you really grew up with us tuning Harleys. You knew I also had sport bikes and metric bikes and all this other stuff, but it really turned into tuning Harleys here and that's what we can specialize in. 

If I had a crystal ball for the future, I would say there's probably a good chance that we're going to do more expanding on the remote tuning. Doing that and further expanding, we actually did, we made them tuning boxes that we could send out to customers and help with that a few years ago and we're going to do it. We just need more hours than a day right now.

Right, the technology's gonna keep advancing. The more stringent emissions becomes and all that is actually gonna, ironically, it may make flashing and unlocking a stock ECU more difficult, but it's likely gonna make tuning from a remote standpoint easier and gonna give us more control, because I'm sure it's only a matter time before we have better O2 sensors and data acquisition on street bikes that we can use. 

And that's definitely gonna change the whole process. Working and specializing in one platform, being Harley, and having really been involved very closely with Dynojet from the beginning and inception of flash tuning in general for their products has really led us down this highly specialized path and given us the authority that we have in the industry in terms of our knowledge and what we know about tuning.

It just all comes down to time and how much you spend doing it and how much you're how familiar you are with the calibrations and testing. You have to be willing to make some changes and unfortunately there is no help book or any great jumping in point for any specific platform, There's the basics and 101 you can learn about tuning and calibration, but once you get into application specific if it's not a kind of universal standalone ECU.

OEM stuff's pretty complicated and very specific specific to platforms, so you got to take your time and learn each one with lot of testing.

I think we'll wrap up here with one of the biggest misconceptions that I see on that same subject is: "can I do this? Can I learn it?" I've said this a long time...the biggest boundary many consider is having to learn the complex systems of tuning fuel injection.

Harleys are pretty basic, for example. And the biggest boundary I see is people having a willingness to learn. You have to have a willingness to learn. You want to learn it. And you also got to know who to listen to and who to, because there's a lot of static out there right now. 

All the miscommunication, that's one of the foundations of the podcast and the videos we do now is because there's so much misinformation out there. We're not trying to say that we know more than anybody else, but there is just a lot of stuff going on. There is a lot of...let's just call it, dishonesty, on some of the social media stuff whether it's Facebook groups or whatever.

One example is there's some Facebook groups, multiple ones are owned by companies. So there's bias there. Nothing wrong with these companies. I'm not saying anything about their work or products or anything, but it's not clearly listed that this Facebook page or this group is owned by or ran or administered by this company or these individuals. A good example, some of these pages, they just post any of our dyno charts or any of our videos or work or anything...it just gets deleted.

The biggest attribute is having a willingness to learn it and having an open mind and you know this is again this isn't tribal knowledge or or hereditary information that you learn. It is all stuff that you pick up by doing it, so we're here to help along the way and hopefully we'll all learn in the process and we're learning stuff every day too. That's a that's a big part of it right.

There's kind of some gatekeeping aspects of any industry, especially highly specialized stuff like this. If you're willing to look for it and ask questions and go out there, you certainly can find answers. And the best thing to do is have your own machine to work on and tune. 

And luckily, the tools to tune these bikes aren't particularly difficult to come by in terms of software and a pretty good understanding, even just in the software. There's Dynojet and some other brands out there we don't necessarily use as much, but have pretty good documentation about what things do and how these tunes work and what to change in a calibration for certain.

Definitely the knowledge is accessible. I think it's some of the core concepts understanding to start with, are really a good way to jump in.

And that's why we do the university site and any of the info we put out there is just to help. The Fuel Moto University website has a lot of good articles and lot of the basics of how things work, and we'll keep expanding on all that. 

Well, I hope this has been helpful, and we'll be back in the future with some more podcast episodes. We'll break down some of these points a little further, and we thank you all for following to the Fuel Throttle Podcast.