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[HDGearHead]

The ve tables do not look overly well developed to me.  I'm thinking there shouldn't be as much change between the 80-100kPa cells as there are in some of those rows. 

Agreed, they don't look as smooth as the ones in my original tune from the same guy.

[HDGearHead]

I would like the see the AFR graph from these runs.  Also, I would like to know how the tuner made the 80+kpa runs.  Did he use the dyno sniffer?  Did he use blocks with O2s in them?  Did he use ANYTHING besides the SEPST?  Something is really amiss with those WOT VEs.  I don't know about Sepst as well as I should.  Might be wrong here...  but 145ci and LOWER the injectors?  I have a 120r with SE 58 and 5.3s.  No issues for me with any of this.

Keep the 58.  Also, can you get any data runs?  and post them?  Or is the tuner in possession?

Where are you located?  I ask because dealer tunes are notorious for being crap shoots.  A handful, like Gails HD, in KC, is good, most are not.

You MAY not like this suggestion, but maybe an actual tuning shop with a different tuner could square this away?

Letting a bike go out the door with crappy idle is not a good thing.  Neither are the flat spots.  Makes one wonder what else that dealer employee has to do at the shop besides tuning?

I recall that the tuner sampled using O2 sensors that he installed in my 18mm bungs instead of using sniffers up the pipe (My Fullsac pipes have both 18mm and 12mm bungs).

Don't have the data collection files to look at.

I'm in Northern Illinois.

I would think that 5.3 injectors are to small for a 120R (5.3 are only good approx. 67 HP max per injector).  I am thinking that a proper 120R build should be running at least 6.2 or 6.9 injectors.  The 5.3s are close to borderline on my 110 build and I could run 6.2 injectors without problem.

My plan is to ultimately have Doc tune it once I am satisfied/convinced that the parts combination I have is right.  So far he's the only tuner that I know of that I have total and complete confidence in.

[Steve Cole]

  Steve Cole indicated that upping the cubes and decreasing the injector size in the SEPST was a way to get around limits in the ECM to enable it to provide more fuel than would it otherwise.  This was a possibly indication that the injectors may be too small. 

Just to clarify this, The SESPT has limits that the tuner cannot get to the proper places to make the necessary adjustments so he has no choice but to up the displacement. This is not true for all tuning software systems but the SESPT has it's limits. I have run as large as 6.7 gps injectors in 120R applications but for anyone not racing it there is no need for that size injector. I myself for a street ridden 120R application would recommend 6.2 injectors.

[FUNGOUL]

SHOULDA JUST WENT HERE FIRST   http://www.hdmdtuningcenter.com/index.html

[Buckeye_Tuning]

SHOULDA JUST WENT HERE FIRST   http://www.hdmdtuningcenter.com/index.html

I love Doc for sure, but the OP live near Chicago, and trust me... there ARE good dyno guys between those two points on the map.  Even guys that Doc has trained like C&S Speed Shop in East St Louis, Ill.

[HDGearHead]

Just to clarify this, The SESPT has limits that the tuner cannot get to the proper places to make the necessary adjustments so he has no choice but to up the displacement. This is not true for all tuning software systems but the SESPT has it's limits. I have run as large as 6.7 gps injectors in 120R applications but for anyone not racing it there is no need for that size injector. I myself for a street ridden 120R application would recommend 6.2 injectors.

Steve, thank you for clarifing this. 

[HDGearHead]

SHOULDA JUST WENT HERE FIRST   http://www.hdmdtuningcenter.com/index.html

Ultimately, I plan to visit Doc and have him tune it with the TTS that I have for this same bike (long story).  I have a lot of family in Doc's area and it'll make for a nice ride home.

Anyhow, the dealer built the motor and the tech was excellent.  I chose to have them re-tune it because I had a dealer credit, my original tune was good (considering the injectors I had installed) and they took very good care of me on the $ end.

I think the amount of time the tech was permitted to spend on my bike was driven by the shops workload.  My original tune was done the first week of December.  The shop was very slow and they spent a lot of extra time on it that wasn't billed to me.  The tech also took care of several other items as well that never made it on the work order.

However, when I took it in for the retune this month after making the changes, the shop was swamped.  The atmosphere was completely different from the winter months.  I came away with the feeling that the tech was under a significant pressure to get the work done and the bikes out the door.  There were several new performance builds stacked up competing for their dynojet. Throw in a dealer event that weekend and well....

I should have told them up front to keep the bike as long as they wanted/needed (no hurry) instead of that I wanted it back for the weekend.  When another bike build that was supposed to have been completed the morning of my tune ran into problems, my tune got pushed back.  In the end I think the tech was pushed to finish it to get it back to me (while not right, I don't blame the tech - he works for somebody and I told them that I wanted to have it back for the Memorial day weekend ).

At least the tech told me that there may be a few rough patches and to bring it back if I found any and correct it.  I'll do as he asked and see what happens.  Unfortunately, due to all of the T-Stoms here, I haven't been able to ride it enough to know if there are any more rough patches besides the ones that I already found.  Beside the issues that I find, I'll ask him to review the VE, AFR and timing tables to see if he can refine/smooth them more.  Rain rain go away....