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If your bike is stock and you plan on keeping it that way there probably isn't any real benefit. I've been researching them myself and most people buy theirs so that they can do performance upgrades to their bike and then calibrate/map/tune it themselves for less rather than bring it into the dealership. I'm sure someone else more knowledgable with chime in with a better answer.
 

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As far as fuel controllers go... the advantages to a PC-III over a VFC are that you can:
1. Go richer OR go leaner (most can only add fuel)
2. Adjust each cylinder individually
3. Have more points to tune (every 250 rpm at various throttle positions)

If somone knows what they're doing on a dyno, they can make the bike run seamlessly, get great fuel mileage, and make maximum power. This is mostly a big advantage if you are taking the engine beyond stock and it needs to be custom tuned.
 

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Discussion Starter #4
Thanks for the info. my jackpot has s&s airbox, v-92 cams, srvt chromed ace pipes with torque cone baffles and Lloyds gen II fuel controller but had to remove the fuel controller.
 

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If your bike is stock and you plan on keeping it that way there probably isn't any real benefit. I've been researching them myself and most people buy theirs so that they can do performance upgrades to their bike and then calibrate/map/tune it themselves for less rather than bring it into the dealership. I'm sure someone else more knowledgable with chime in with a better answer.
I'm not sure I'd agree with that generalization. Being able to easily adapt to performance upgrades is only ONE of the benefits, but I bought my PCV so I could better tailor the power band of the engine to my liking. When I talk with other members on this board about our maps, that seems to be more of their intent than just having it for future upgrades.
 

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I bought my PCV so I could better tailor the power band of the engine to my liking.
At what rpm the engine develops its power is determined by the air filter, the exhaust system, and the cam profile. You can give the engine the optimum mixture of air and gasoline... but the 'powerband' cannot be tailored (moved up or down the tach) with a Power Commander.
 

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At what rpm the engine develops its power is determined by the air filter, the exhaust system, and the cam profile. You can give the engine the optimum mixture of air and gasoline... but the 'powerband' cannot be tailored (moved up or down the tach) with a Power Commander.
I'm not sure what you mean by "optimum" unless you're referring to stoich, which would make your statement true. However, anything less than stoich which is where any real world engine runs has many more variables that add up to true "optimization" of power delivery at the rear wheel based on the riding environment you're in. This is the reason so much time is spent by the engineers at racing events from IRL to F1 to MRA trying to configure fuel mixtures in order to be optimized, or gain competitive edges, for the different tracks they run on each week. The negative effects of inertia and positive effects of momentum produced from racetrack variables such as banking, turn radius, and racetrack elevation changes as well as environmental variables such as air temp and relative humidity have an effect on an engines ability to deliver rear wheel power in any given circumstance which is primarily addressed through fuel ratio tweaking typically to tailor power delivery out of curves and along straightways. If this weren't true then they would merely set the maximum torque curve slope possible as measured in wind tunnel, dyno, and shaker tests back at the garage...but that's just a simulation of the real world won't do the trick, and that's why they refine it for each track in real world tests and time trials.

Ultimately in street riding you do the same thing as race car/bike engineers do, but in a generalized way, in trying to optimize and balance power delivery against engine heat and optimal mileage to gain the best performance you can for the environment you tend to ride in. You're not likely to develop any more max torque or max horsepower any more than they do at racing events. But you can adapt the power delivery and efficiency of your bike in street riding in much the same way as race engineers do. Otherwise, you would simply set AFR to stoich and be done with it until you burn up your engine.
 
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