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Its ridiculous....who tunes a completely stock bike?

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And I will repeat...your "blanket" comments about the ECU are WRONG...you keep adding comments like "oh well this is all assuming nothing else has changed..and all this happens at sea level..in a vaccum...on a perfect day...with a stock bike...etc etc."

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"Real World" Ram Air is Compensated for by the MANY sensors in your FI system.

Tune for Max HP on the dyno.......The ECU will do the rest!

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Here's another qoute of mine.....Please try to READ it.....

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As for my comment on the 3 reasons a "lean out" at high speed could occur;
I was basing that on a 12 that has a properly functioning fuel system. It is a completely separate funtioning system that the ECU has no control over. Any changes made to the system you have to find a way to compesate for them.
What I mean by "Base" map is the map you program into your PC or EMS etc. The BASE map in the ECU does not change.
If a sensor has failed, you will get an FI light code. But if a sensor is not located or hooked up properly....for example: Your Intake Air Pressure sensor needs a vacuum hose hooked up to it from the Throttle Bodies, if it has come off or was not hooked up properly....It will not send an acurate voltage reading to the ECU. This could cause a "Lean out at speed" w/o a FI light code.
Obviously, the ECU cannot "know" about poor maintainance or modifications to your system...i.e. Air filters, snorkels or pipes. That's where the Map (in the PC) comes into play. You have to tell it.
So my point was.....If all these things are in good working order AND you have adjusted you map to compensate for modifications, the ECU will handle the fueling under a RAM condition. Basically, it (The ECU) will add or subrtact from your PC map.

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NOS Rob - Ain't many cars out there that have an operating range of 1000-14000 rpm. Or can go through that range is just a second or two. We've seen the manufacturers step up with 32 bit ECUs, upgraded ignition sensors (more trigger points on the rotor) and other steps along the way. I don't know if any O2 sensor will be able to keep up with the rapid changes that a motorcycle engine can make, as compared to any production automobile engine.

One thing I could see is closed loop operation during crusing, and dropping back to open loop during accelleration or when operating outside of a certain band. Most cars will drop out of closed loop operation when accellerating under full throttle, so there's no reason why a motorcycle couldn't do the same thing, with the bike running closed loop in a band that goes from idle to 60% rpm. If they wanted to get really sophisticated, they could even have the ECU measure things like rate-of-opening of the throttle and calculate when to drop to open loop based on that.

It's always a carrot-and-stick proposition. The stick is the EPA. The carrot? Umm...sales in California?

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Ah...so PCIIIs come stock eh?

Last I checked...a PCIII is a mod....and according to you..once a map is done...all your "reasons for a bike to lean out at speed" go out the window.

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