Nightrider O2 IED's - Field Test
#2901
I posted a few pages back that I had messed with my AC and a huge hole had developed in my fuel map even wile running the a set of ViEDs. It turned out the the hole was really a poorly designed fuel tank by Harley and a bike that is acceleration on a punch that I can starve the fuel pump. I retested with a full tank and the hole was gone
For the record 3.5 gal filed my 5.5 gal tank so the last two gal are just for limping to the gas station.
With the new AC, the bike still felt lean to me up on top so I ellected to go back to the stock AC and running the ViEDs set to about 14 AFR
For the record 3.5 gal filed my 5.5 gal tank so the last two gal are just for limping to the gas station.
With the new AC, the bike still felt lean to me up on top so I ellected to go back to the stock AC and running the ViEDs set to about 14 AFR
#2903
#2904
#2905
I would say that if you have aftermarket mufflers then you do not have a stock bike. Now I know what you mean: you have not cracked open the engine, but that just means you have a stock engine.
Anyway, between the two *IEDs my advice is stick with the standard ones.
But I'd save my money on them if I were you because you plan to change your exhaust plumbing entirely. When you do that, you will absolutely have to remap your fueling somehow. See the graphic I generated from the SERT software, which plainly shows the differing programming needed between the stock touring exhaust plumbing and dual pipes.
What it shows is the Volumetric Efficiency tables for the two systems. VE is pretty much the common factor for fueling. More VE, more fuel needed, less VE, less fuel. The *IEDs merely raise the entire graph, as a whole, by differing levels, depending on which IEDs are used; they will not accommodate the necessary "topography" changes. You'll have to do that with a good piggyback setup, or by reprogramming the ECU, or by changing the ECU to a different one. When you do any of those, you'll not need any of the *IEDs, and you just as well get a better airbox assembly while you're at it.
Anyway, between the two *IEDs my advice is stick with the standard ones.
But I'd save my money on them if I were you because you plan to change your exhaust plumbing entirely. When you do that, you will absolutely have to remap your fueling somehow. See the graphic I generated from the SERT software, which plainly shows the differing programming needed between the stock touring exhaust plumbing and dual pipes.
What it shows is the Volumetric Efficiency tables for the two systems. VE is pretty much the common factor for fueling. More VE, more fuel needed, less VE, less fuel. The *IEDs merely raise the entire graph, as a whole, by differing levels, depending on which IEDs are used; they will not accommodate the necessary "topography" changes. You'll have to do that with a good piggyback setup, or by reprogramming the ECU, or by changing the ECU to a different one. When you do any of those, you'll not need any of the *IEDs, and you just as well get a better airbox assembly while you're at it.
Last edited by glens; 08-25-2008 at 12:51 AM.
#2906
That way you can play with them in both set ups. Currently, I'm running my back cylinder at 13.8 and the front at 14.0.
If your not going to change the A/C, the IED's for now would do the trick.
#2907
#2908
whittlebeast
I woud not run different settings front and rear unless you borrow a SERT and data log the bike to fine tune in the devices. You would never know what direction to go without the ability to see the logs.
I woud not run different settings front and rear unless you borrow a SERT and data log the bike to fine tune in the devices. You would never know what direction to go without the ability to see the logs.
You make this sound so simple, but how do you borrow a SERT? I thought the SERT was married to the bike that it is installed on. And as far as data logging, you are the only one I have seen talk about this.
#2909
To the best of my knowledge the SERT only marries itself to the bike on the first upload of a new calibration. Once this happens the SERT can still be used to data log any other bike and I think it can read and clear codes. I have not tried it with my SERT. It has never uploaded a new tune as my bike is still running a stock map.
The only difficult part about data logging is convincing people it really is easy.
The only difficult part about data logging is convincing people it really is easy.
Last edited by whittlebeast; 08-25-2008 at 12:45 PM.
#2910
whittlebeast
I’m having trouble visualizing how I would make the connection. Where on my bike would I connect? Would I be down loading the data from my ECM or would I need to ride with a laptop or some sort of PDA? I know this info was probably covered before but I can’t seem to find it. Thanks.
I’m having trouble visualizing how I would make the connection. Where on my bike would I connect? Would I be down loading the data from my ECM or would I need to ride with a laptop or some sort of PDA? I know this info was probably covered before but I can’t seem to find it. Thanks.