And ups the rev limit otherwise it's still an EPA approved map which means it's running lean.
You don't need to re map for just piles and a/c. I was just at the shop where my bike is getting the cams,heads,106 etc and dan their tuner explained to me that the fuel injected bikes will compensate for those mods,and the stage 1 download from Harley is a cash cow for the dealers.
If you are serious about re-mapping for pipes and a/c get it dyno tuned. Right from the factory Harley leaves about 10hp/10tq on the table so a simple dyno tune will yield results with no mods at all.
Wher my bike is being done it's considered a sucker bill,getting the dealer download. Get it dyno tuned.

 

There's two air-fuel ratio (AFR) lookup tables in the ECU (one per cylinder) that has MAP (indicates engine load and equates to throttle position) across the top and RPM down the side. In here you set the desired AFR that you'd like the bike to use at the different MAP and RPM points. A special placeholder value of '14.6' can also be inserted into these cells; having this value in a cell tells the ECU that it should be in closed loop then and read the O2 sensors to maintain the AFR. Any other value in a cell, such as 13.2, tells the the ECU the aspirational AFR at that point that the bike will try to achieve in open loop.

There are three main tweaks that you do to this data to change the range of lean AFRs as set at the factory to meet EPA standards to more performance-related values:

Firstly, you adjust the AFR for closed loop running. The value of '14.6' stays in the cells you want closed loop to operate for but you adjust what AFR this really means. You do this by changing the values in another pair of tables, the close loop bias tables. Here you can tweak the AFR down to about 14.1:1 from the usual 14.7:1. This AFR is then in effect whenever the bike is in closed loop and the O2 sensor readings help maintain this. Tweaking this CLB down improves engine temperatures and surging issues. It is exactly the same function that Xieds carry out.

Then you alter the range of values that closed loop operates over. By default this is quite wide, up to 4500 rpm and to 85 kPa MAP (nearly full throttle). So the bike will operate in closed loop for the larger part of the bike's normal riding. You can change from the '14.6' value to richer values across a range of cells to reduce the area of the closed loop operation, so richening the mixture at lower RPMs and lower throttle openings.

Finally, you can adjust the values in the cells for open loop. This is where you are tuning for performance and where the dyno comes in. There are actually surprisingly small adjustments required here as this is already pretty rich from stock, with values like 12.5 and 13.0 in the stock map. EPA standards don't apply here and Harley get away with some richness.

This is a somewhat simplified view as I've not mentioned volume efficiency, which is what is actually tweaked as result of real-world data but it kinda complicates the story.

The overall aim is to set AFR values that meet the riders requirements. This is often just assumed to be max power unless you tell your tuner otherwise. Even then, it would be unusual to get rid of closed loop completely and set all AFRs as a result of dyno readings because you'd be throwing away a lot of MPG. Its more usual to keep closed loop (though a bit richer than stock) for around-town and cruising but do performance tuning at higher RPMs/throttle openings when you need the extra kick in the pants.