This is why a Fuelpak+Xieds is a good combo - they affect different areas.

But I'd also say that if you are in the higher RPM range, you are moving a lot of air past the engine and cooling is less of an issue.

I could be wrong, but in a couple of years of being on the forums, I've never seen a post that said something to the effect of "my engine burned up". ETMS activated, yes, but no engine damage - certainly not while riding in higher RPM ranges

 

Not to rain on the parade here, but why would you combine a Fuel Pak at around $230 with XIEDs around $100 to have a mixed system when you could buy a single, more robust tuner with future capability for about the same money? Just sayin' ..........

 

You mean the same "engineers" who have been agressively developing the same basic air-cooled, pushrod, 45*, odd fire, V-twin for over 100 years, and it still has mad deficiencies, Yeah I'm pretty confident in my demonstrated abilities on this one. I've swapped the parts, I've tweaked the tunes, I've witnessed the AFR effects via data logged O2 feedback; done it, seen it, and earned the Tshirt. Why's it got to be an HD engineer or technician, or a Dyno Master to have credibility with so many people. These bikes are marginal quality production machines marketed as premium technological marvels of engineering on the premise of a hokie biker image. They are manufactured in the cheapest possible manner and as such there will always be room for improvement of components and systems.

 

Trust me, no MoCo engineer is going to tell you that the Delphi system is able to adjust for different components other than OE. The system is specifically designed to accommodate conditions, temps, slight variances in fuels and meet EPA standards, it is not in its design to accommodate or adjust for different components.

Having dyno tuned several thousand bikes over the years and being directly involved in development with several different EFI tuning products, EFI is something we work with first hand all day every day.

 

Suck squeeze bang blow............thats all I need to know.......if its doing that.......Im happy.

 

A simple answer is that the Delphi system delivers fuel based on "modeled" airflow not "measured" airflow, the O2 sensors are simply used as a control to keep the mixture at (or near) stoich 14.68:1 AFR. When in closed loop the O2 integrator adjusts the mixture based on O2 feedback as a short term fuel trim, if necessary it will also store a long term trim AFV/AFF for a certain block learn area. The problem with the system adjusting for a different exhaust/intake is not only is there a specific window of adjustment, but also the further you get from the actual airflow model in the calibration (in this case the VE table) the less accurate the fuel control is

 

Fair enough. Like I already explained that's just how it was explained to me. My mustang is dyno tuned and my a/f is 12.8-1 and it pulls like a Mac truck. Bikes may be different. I don't know for sure. And if it 2 resistors that's fine. I haven't done it. I merely quoted the tech I spoke too. His explanation sounded reasonable.

 

The problem with using a voltage divider (IED) is the sensors have about a 800mv total range where they sample which is from approx 14.3-15.0:1 AFR, when you get outside these limits you completely lose the accuracy of the sensors and fuel control. For example, say we were able to request an O2 voltage of 800mv in closed loop which is approx 14.20 AFR/.967 Lambda. This voltage is above where the sensor will accurately switch and provide useful feedback, the system does not effectively know the difference between 14.20 or even 11.0 AFR.

It is for this specific reason we are limited with how rich (or lean) we can go with closed loop calibrations in the first place with narrowband sensors, however if they are used within their limitations work very well.

 

i'm impressed and if it were my bike...I would not change a thing...seriously. I think I am doing better than 14.2:1 using DIY XID's but I also made some mods to the engine head temp sensor to pull it away from the head so it no longer makes direct contact in the hopes that the ECU thinks the engine is colder than it really is and will keep the AFR mixture richer longer. I have a table for the values on how the air temp sensor works and was going to play with that, but havn't got around to it yet.

 

OK guy's, I'm new to Harley so help me out. I have an 02 Electra Glide which just received 95 cylinders, new cams, dynojet kit and Vance/Hines Ovals. She runs good, little loud and choppy but the exhaust is showing a lot of black soot, and she feels like she's loading up when you let off the throttle. My feelings is she's running to rich but the lead harley mechanic said no just by zipping around the block. I want to install a wide band O2 system on it to monitor the AFR at ideal, cruis and wot. and make changes as needed. For a carburated bike I was looking at 14 at idel, 14.2 at cruise and 13.6 at wot. any input on that? also I'm going to install the O2 sencer on the front exhaust pipe 16 or so inches from the head, will that give me the correct reading.
Any help is needed
thanks