Make sure you calibrate your throttle as well using the laptop.
Or, slightly rephrased, be sure the synchronize the PC3usb to the Throttle Positioner.
I'll also add a bit more for the benefit of all:
If the PC3usb is not synched to the T'P, then the PC3usb's correction map will be out of synch with the ECU's baseline map.
Imagine a two identical grids, one being the ECU's baseline map, the other being the PC3usb's correction map, and wanting the correction grid to lay perfectly over the baseline grid.
Keep in mind that that PC3usb holds a "map correction" and not a "corrected map", the PC3usb being a "piggyback device".
The PC3usb instructs the ECU to correct its baseline map continuously in real time by altering the pulse width signal to the fuel injectors.
Synch at the Closed and the Open positions, the Closed position being far more critical in terms of rideability effect.
Don't just do it at the Closed position, unless the check shows the Open position already displaying 100%.
I've seen Closed position errors ranging from 2 % to 5 %, 5 being a huge error if one is riding in slow traffic with weeny throttle openings at low revs.
The so called Moriwaki map is from LDH's 2002 era dyno work.
The present day file named mw919mori4.djm is my djm conversion of the original .map version as I found on 919.org
That particular map is the 4th and final iteration (Sept 15, 2002)of LDH's dyno work with the Moriwaki cans he had on his bike at that time.
It's an excellent map.
It's not a track use oriented max power map like some others are, such as the Dan Kyle Large Bore Satos map.
What it is, is a really good "rideability" map with smoothed out torque curve all the way across and some power gain.
It's excellent mapping for the typical real world broad spectrum use of the 919, as in street/touring through to track days.