Currently I am running;

FullSac Exhaust
w/ V&H Ovals
Xied's
Amsoil Syn in all 3
NO Stage 1
NO Race Tuner

Everything seems to be okay, a little heat, but okay
Throttle response seems good, power is there

So my question that I am asking myself; if I do the stage one and a race tuner am I going to notice a bigger change from the set up I have now.

I guess I feel like I am just putting off the inevitable. I opted for the FullSac instead of going the True Duals. I opted for the Xied’s instead of the stage 1 and tuner.

I know many of you have this same setup, I am just wondering if the Stage 1 and Tuner will really finish the job or am I at where I should be.

thanks

 

Boy this forum moves fast, already went to page 2 in no time

 

Okay, a couple of quick points.

The IEDs are an external means of altering the closed-loop bias tables in the stock ECU. They do so all the same everywhere. If you were to natively alter the tables with a SERT, etc. you could alter them differently in different areas if you wanted to. Based on warnings in the software documentation you would not alter them as much as the XIEDs do. Based on those warnings, you would not anywhere exceed the levels of bias that the standard IEDs provide.

The fueling provided by the ECU is based on manually-obtained airflow readings at very many various throttle-position vs. rpm combinations. By changing from the stock configuration of a modified 2-into-1 into a strict 2-into-2 system, you have altered your actual flow characteristics from what the computer is thinking it has. See http://i33.tinypic.com/1zps6lu.png where I combined images for the front and rear cylinder airflow (VE) tables from the last version of the SERT software. They are for the same engine with the same intake configuration. The only difference is the one on the left has the stock touring exhaust plumbing and the one on the right has dual pipes. The relationship between the front and rear cylinders on your bike might require some difference from the right-hand charts in that image, but they would not constitute as great a change as compared to those on the left-hand side. These are "base" maps to load into the ECU prior to fine-tuning them.

As you can see, the "shape" of the graphs is pretty different from left to right. Now your (assuming you're current-enough to have O2 sensors in your exhaust) EFI will pretty much pick up most all necessary fueling changes necessary in the closed-loop areas (generally up to about 4000 rpm, but variously to about 40% throttle). That doesn't hardly cover the worst of the changes, does it?

Since the IEDs merely serve to elevate the graphs, and what you minimally need is a re-shaping of them, the IEDs (of any flavor) are really not what you should be counting on.

The SERT was discontinued by Harley and replaced in their lineup with the SEST instead. In the end, it does pretty much everything the same way as the SERT did, but is capable of taking datalogs without a laptop attached. That's a great feature. But the folks who made the SERT for Harley have now released the next-in-line version of that very device, along with newer software, and even though it still requires lugging a laptop around while datalogging, it can make special logs for use with some of its new software to automatically correct the bottom 90% of the VE tables for your engine the way it is. Either you don't have to use a dyno to do that, or you can drastically decrease the amount of dyno time necessary. It's good stuff and your best possible solution.

Now, should you do the "stage 1" (assuming you're talking about a higher-flow airbox) and a tuner? You really need to do the tuner anyway, so might as well spend another $100 on the airbox and accommodate it as well as your exhaust changes. You'll get better "sound" everwhere with it, but you'll only really notice the breathing difference when you get up above 4000 (or so) rpm.