One Screaming Eagle knows what he's talking about. He will correct me if I give incorrect info but here goes: The ECM uses the AFR tables and the CLB to adjust the map in closed loop. The AFR trigger for closed loop is 14.6. With the maximum adjustment of +/- .5, you can run closed loop at 14.2.

 

I have a sert and am very happy with it. I think that no matter what tuner is used to get the most performance and smooth run ability a dyno tune is a must. My original tune of 68 hp 79 tq was done with se stage one, sert,and se 07 slip fit quiet pipes! I was floored when I picked up my bike from the dealer and it still sounded like a sewing machine, so after a few thousand miles Iput on rush 2.0. My new dyno numbers are 76hp and 87 tq (new map) My bike now rides not only quicker but smoother in all rpm ranges. Stock my bike was 62 hp and 77 tq. The reason I am pro dyno is that even though you may put what is deemed the best map the dyno allows for fine tuning throughout the entire rpm range. It can take 1 ½ to 4 hours to tweek. After picking my bike up last night it felt like I replaced the engine with a big bore kit!

 

I have the exact same modifications that you have, on my 07 UC. Just wondering what map you are using, as there are not any published maps for those exactmods. I am using the 812-07 that I have modified somewhat to reduce backfiring based on forum recommendations, and it appears to run very good. Just wondering how it differs from some other peoples' maps with similar mods. I know just enough to be dangerous.............

 

have 07 classic with 3,500 miles have basic slip-ons .read so much on all the fuel controllers almost went crazzzy!! back & forth ,the hell with it just leave it stock with just slip ons.until a sert came my way & a big sucker.all i can say is WOW what a totally diffrent bike i have!! the money was an issue til i did it !! I am old school on alot of things but this product transfomed my classic into a whole new world!only problem is gonna be gas cause i am always twisting the throttle.listen to people on this forum & make your choice do not wait like i did .it runs cooler & faster!!

 

I have used both the PC3 and sert. IMO the sert does a better job on adjustments.
Mind you I just make little changes in areas that dont seem right an go from there.
to get it perfect then Dyno time is needed.

 

This should explain everything for everyone.

Take Care,
Bill G


Let's explain some of the above terms used in this chart:
AIR FUEL RATIO this is the amount of air, by weight, that is used in relationship to the amount of fuel. We will call this AFR.
STOICIMETRIC a scientist's term for the theoretical perfect burn. All hydrocarbons(fuel) and all oxygen are consumed, leaving only carbon dioxide and water vapor. This is the target AFR that manufacturers use to pass emissions.
BEST MEAN LEAN TORQUE this is the AFR where an engine that is NOT under load, creates its best power with the least amount of fuel. This spot can be found by the old tried and true drop idle test on the low speed screw on a carburetor. Turning the mixture on a carburetor (or the green pot on a Fi2000) until you find the setting where the engine runs at its highest and smoothest idle. This also explains best fuel mileage because you are achieving the maximum horsepower that the engine can produce at cruise speed, allowing you to ride with the least amount of throttle opening
BEST MEAN TORQUE this is exactly what it says, with the engine under load, this is the AFR where it produces maximum torque or power.
CARBON MONOXIDE PERCENTAGE because CO is the direct by-product of any mixture richer than stoicimetric, and it increases almost linearly with that richness, it is the best gas of 5 gases on a EGA machine to watch when you are tuning for performance. Even cruise fuel requires a slightly richer AFR than 14.7 and power fuel even more.
AFR TEST EQUIPMENT it's not on the chart, but all this data doesn't mean much if you cant see it. There are two technologies currently being used for accurately seeing AFR.
1. 4 or 5 gas exhaust analyzers. These are the machines you see when you get your car smogged. The gases give a complete view of what is happening inside the combustion chamber. Oxygen gives a very accurate lean side of the fuel map, CO gives a very accurate view of the rich side of the map, Carbon dioxide (CO2) gives an accurate view of the completeness of the burn and Hydrocarbons (HC) give indications of incomplete burn, like fouled spark plugs, etc. All four gases combine to calculate the AFR.

2. Wide band oxygen sensors. They are very fast, easy to incorporate into computers and dynos because they create an electronic signal. But they are more accurate on the lean side of the AFR fuel curve.
What does all this mean? Simply, if you look at the chart, an engine wants a different AFR when it is cruising than when it is making power. That makes sense, when the engine isn't under a load, a leaner mixture can get the job done. And this fact is exactly what manufacturers use when they are tuning the AFR maps. They can tune the light load/cruise zone for best emissions and good fuel economy, but when the throttle gets cranked, and you demand power, the EFI map can jump into a much richer range and produce power. Engines that just stayed at 14.7 wouldn't have any acceleration and would overheat and detonate.

This is also how a conventional oxygen sensor works. Under light load it tunes the fuel map to 14.7 until the throttle is cranked and then the richer fuel in the map takes over.
Let's start applying this to the tuning of EFI:

1. Cruise, light load wants AFR of 14.0-14.2. or 2.5% - 3.0% CO
2. Power, high load wants an AFR of 12.8-13.2 or 6.0% to 7.0% CO
The only fuel demand we haven't covered is acceleration fuel. That is the fuel demand by the engine when it transitions between cruise and power. In carburetion, you see this as mechanical accelerator pumps, they know that for best response, you need to quickly introduce fuel to make that switch. EFI maps do use both throttle position sensors and manifold vacuum sensors to detect sudden changes and

 

Ok so if I read my dyno chart corectly The blueline was before new map and was holding at 14 69.68 hp and 79.79 touque. The red line new mapis holding steady aton the dashed line that appears to be set at 13.3?New dyno at 76.06 hp and 87.01 torque. The bike is very responsive and runs very smooth the only thing it does now is rumble on decel. Only difference was I got rid of the 07 se mufflers and put onrush 2.0 mufflers.