1982 GPZ INJECTION
coug...@vaxl1.danavictor.com
It's fuel injected and the stock pipes are rusting away , and I'm curious if
anybody knows if aftermarket pipes are compatible with the fuel injection?
Also how difficult is it to remove the injection and install carbs?
Does the fuel injection computer control the ignition?
I'm curious to find out because I really do not want to spend the considerable
amount of money that the factory wants for replacement stock pipes. $800.00+
Frank Ball
& I have question about my '82 GPZ 1100.
& It's fuel injected and the stock pipes are rusting away , and I'm curious if
& anybody knows if aftermarket pipes are compatible with the fuel injection?
Back in 1982 when the magazines were reviewing the bike they claimed that the
fuel injection would automatically compensate for different pipes (within
reason I would assume).
--
Frank Ball 1UR-M fra...@sad.hp.com (707) 794-4168 work,
Hewlett Packard (707) 794-3844 fax, (707) 538-3693 home
1212 Valley House Drive IT175, XT350, Seca 750, '62 F-100, PL510
Rohnert Park CA 94928-4999 KC6WUG, LAW, AMA, Dod #7566, I'm the NRA.
jon diaz-CID DR
My college roommate replaced the stockers with a K-series Kerker one summer and
couldn't get the thing to run worth a damn. He ended up installing a set of
Mikuni smoothbores and tossing the injection system.
The gas mileage was lousy, but it would easily spin the tire up to 50mph on dry
pavement.
jon
Dale Ulan
>coug...@vaxl1.danavictor.com (coug...@vaxl1.danavictor.com) wrote:
>& I have question about my '82 GPZ 1100.
>& It's fuel injected and the stock pipes are rusting away , and I'm curious if
>& anybody knows if aftermarket pipes are compatible with the fuel injection?
>Back in 1982 when the magazines were reviewing the bike they claimed that the
>fuel injection would automatically compensate for different pipes (within
>reason I would assume).
Warning: electronic hackerspeak follows:
I'm assuming that your ECM is microprocessor-controlled like mine is.
If it's like the Bosch analog electronic system, then what I say
next is only partially correct.
The FI system has *NO* feedback on it. I have the board and software from
some year of GPZ1100. My processor is marked:
1L1-J
HD6801S0C
A34 japan
A12-212005
Anyways, it has a built-in table which has an electronic adaptation
of the Hillborn FI system. As such, you'll need to re-calibrate
the tables if you want to play with it. To do this, you'll need
a Motorola 68701, and a bit of hacker know-how.
Essentially, the largest table (and most important) has
THROTTLE as one axis, and ENGINE SPEED as the other.
The result is a BASE PULSE, which is scaled by the air density
correction factor (data = k/T), choke (coolant temp),
barometric pressure, etc.
In addition, acceleration enrichment is handled by several
other tables....
There is no airflow sensor, nor is there an oxygen sensor.
Because of this, it is impossible for the engine controller
to figure out that your engine now behaves differently because
of new pipes. It (the ECM) blindly keeps spewing out fuel as
it did before.
As a suggestion, I'd say get a set of pipes that are identical
to the original ones in size and length, and leave the FI system
alone.
Oh yea, there *has* to be a really easy way to adjust the mixture,
right?
read on.
You can adjust the mixture a bit by either twisting the TPS sensor
(touchy, and not recommended), or by playing with one of the resistor
networks in the ECM. There should be three: one adjusts the voltage
reference to the A-D converter, one looks like it sets the injector
current-reduced drive mode, and the other adjusts the fuel mixture.
I'm not sure what the guts of your ECM looks like, but...
By the way, I also have an ECM for the Turbo 750, along with a few
of the sensors. It uses the larger 6801V0P, which has an EPROM
equivalent of MC68701U4.
Oh yea, the original ECM *DOES NOT* control spark timing. I've got
a home-built injection system on a Ninja 600. On this bike, my controller
does control ignition timing. I also have a capacitive discharge
ignition all wired up and ready to put on it.
-Dale
Chris BeHanna
>I have question about my '82 GPZ 1100.
>It's fuel injected and the stock pipes are rusting away , and I'm curious if
>anybody knows if aftermarket pipes are compatible with the fuel injection?
>Also how difficult is it to remove the injection and install carbs?
Why in God's name would you want to go back to carbs after having
seen the light of EFI?
> Does the fuel injection computer control the ignition?
Dunno. Generally EFI manages the fuel only, and some other part of
the PCM handles ignition. The best systems integrate the EFI and PCM for
a complete engine management system.
> I'm curious to find out because I really do not want to spend the considerable
> amount of money that the factory wants for replacement stock pipes. $800.00+
So get an aftermarket set, say 4 into 1 or 4 into 1 into 2, drill a
hole in the collector, weld a nut on there, and put the oxygen sensor in there.
You get cheaper pipes and get to keep the EFI too.
Later,
--
Chris BeHanna DoD# 114 KotSTA Ed Green 1975 CB360T - Baby Bike
beh...@syl.nj.nec.com Fan Club #004 1991 ZX-11 - needs a name
kore ha en-ii-shi no iken dewa arimasen. 1973 RD350A
I was raised by a pack of wild corn dogs. 1987 EX500 - the RaceBike
Michael Tiberio
>
> You can adjust the mixture a bit by either twisting the TPS sensor
> (touchy, and not recommended), or by playing with one of the resistor
> networks in the ECM. There should be three: one adjusts the voltage
> reference to the A-D converter, one looks like it sets the injector
> current-reduced drive mode, and the other adjusts the fuel mixture.
I remember when these KAwasaki's were current, that someone sold what
looked like a potentiometer (variable resistor) as a means of adjusting
the mixture of your injected kaw. I seem to remember seeing these ads
in Cycle Spew or one of the monthlys. It looked neat, cause you could
literally dial in your mixture from the saddle. It mounted onto one
of the side covers. I have no name or other information that might
help you.
t
jon diaz-CID DR
|> In article <1993Dec2....@vaxl1.danavictor.com> coug...@vaxl1.danavictor.com writes:
|> >I have question about my '82 GPZ 1100.
|> >It's fuel injected and the stock pipes are rusting away , and I'm curious if
|> >anybody knows if aftermarket pipes are compatible with the fuel injection?
|> >Also how difficult is it to remove the injection and install carbs?
|>
|> Why in God's name would you want to go back to carbs after having
|> seen the light of EFI?
|>
The joys of carburetors include the fact that the engine only takes what it
wants, rather than having a computer inject what _it_ thinks the engine wants.
To completely determine what the engine should get, a plethora of sensors and
computer power is required. This is not in keeping with the simple theme of a
motorcycle.
When combined with the hassle of fuel pumps, fuel filters, pressure regulators,
high-pressure fuel lines, and a fuel injection computer, I think the carbs are a
decent compromise.
jon
Dave Dal Farra
> I'm curious to find out because I really do not want to spend the
considerable
> amount of money that the factory wants for replacement stock pipes.
$800.00+
Are these pipes the same as the stock '83 GPZ 750's (I doubt it but they
did share a lot of parts)? If they are, I know where you
could find a set in excellent condition used (hint, hint).
....Dave
C70A000
>
>My college roommate replaced the stockers with a K-series Kerker one summer and
>couldn't get the thing to run worth a damn. He ended up installing a set of
>Mikuni smoothbores and tossing the injection system.
>
>The gas mileage was lousy, but it would easily spin the tire up to 50mph on dry
>pavement.
The local dealers around here recommend dumping the injection for
high performance applications, too. I figure that that is just because
nobody around here has the equipment to burn new chips. I doubt that
the injection system has the brains to compensate for different pipes.
Mine will barely compensate for changes in engine/air temperature
properly.
As far as gas mileage goes, around town in the winter I get about
130-140km/15l. That goes up in the good seasons because its warm
enough to drive on the highway. Best I've done on a tank was 210.
Oh yeah, it'll spin the rear with a hot V at up to 50 mph while stock.
Never tried to hold a burnout into 2nd gear, though.
+------------------------------------------------------------------+
| Graeme Weir DoD #9191 Fido 1:255/1.5 C7...@UNB.CA |
| University of New Brunswick, Fredericton, NB, Canada |
| Damn the box jockeys! FULL SPEED AHEAD! |
| Live to Flame -- Flame to Live |
| '84 GPz 1100, '76 KZ900, '76 KZ750, '91 Trek 8000 MTB |
+------------------------------------------------------------------+
jon diaz-CID DR
|> In article <2dnhho$1...@delphinium.rtsg.mot.com> di...@sol.rtsg.mot.com (jon
|> > In article <1993Dec3.0...@research.nj.nec.com>,
|> beh...@syl.nj.nec.com (Chris BeHanna) writes:
|> > |> In article <1993Dec2....@vaxl1.danavictor.com>
|> coug...@vaxl1.danavictor.com writes:
|> > The joys of carburetors include the fact that the engine only takes what
|> it
|> > wants, rather than having a computer inject what _it_ thinks the engine
|> wants.
|>
|>
|> I've read this sort of crap often enough that I can't stand it any more.
|> Anyone
|> who feels that a carburetor has some sort of mystical psychic way of
|> knowing
|> what anengine wants has their head stuck in a dark place that most people
|> find
|> smells offensive. Thirty seconds on a bike with poorly set up carbs
|> should
|> convince a reasonably observant person with non-attrophied deductive
|> skills
|> that a carburetor does not have a clue what an engine wants. A carburetor
|> simply
|> meters fuel based upon complicated mechanical metering circuits which
|> react
|> primarily
|> to pressure differences (but occasionally, depending on their design, can
|> meter
|> fuel based upon some purely mechanical stimulus - can you say throttle
|> pump?).
|>
Wow, I guess those days of Amal and Bing carbs are still burned into your brain.
It's too bad because the post war stuff is really great. I'm surprised that you
don't cite your personal experiences with motorcycle fuel injection, like I have,
otherwise you would know what the hell I am talking about. Wondering if the
fuel pump will hold up another 20K, if the computer will keep sending those
impulses, if all the damn sensors will keep working. If you don't think this
stuff fails, slide over to rec.autos.tech and see how many cars are completely
messed up because of a two dollar wire or a ten dollar sensor. Meanwhile, my
Ducati continues to start and run just fine in twenty-degree weather with those
simple Mikunis and a Dynojet kit.
I've been lucky with my fuel-injected bike because I've gotten 93K out of it
without any major problems. Other people I know have not been so lucky. And I've
never had a problem with carburetors unless I've screwed something up. Maybe
you should just leave your tuning to your bike shop.
Feel free to discuss your personal experience with motorcycle fuel injection
over the long term.
jon
Dave Dal Farra
>...Thirty seconds on a bike with poorly set up carbs
>deductive skills that a carburetor does not have a clue what an
Hey Rob: dig out your Hayne's manual and look up the following
term:
"CV carburetor" You're in for a surprise.
...Dave
Robert P. Bradlaw
beh...@syl.nj.nec.com (Chris BeHanna) writes:
> |> In article <1993Dec2....@vaxl1.danavictor.com>
coug...@vaxl1.danavictor.com writes:
> |> >I have question about my '82 GPZ 1100.
> |> >It's fuel injected and the stock pipes are rusting away , and I'm
curious if
> |> >anybody knows if aftermarket pipes are compatible with the fuel
injection?
> |> >Also how difficult is it to remove the injection and install carbs?
> |>
> |> Why in God's name would you want to go back to carbs after having
> |> seen the light of EFI?
> |>
>
>
> The joys of carburetors include the fact that the engine only takes what
it
> wants, rather than having a computer inject what _it_ thinks the engine
wants.
I've read this sort of crap often enough that I can't stand it any more.
Anyone
who feels that a carburetor has some sort of mystical psychic way of
knowing
what anengine wants has their head stuck in a dark place that most people
find
smells offensive. Thirty seconds on a bike with poorly set up carbs
should
convince a reasonably observant person with non-attrophied deductive
skills
that a carburetor does not have a clue what an engine wants. A carburetor
simply
meters fuel based upon complicated mechanical metering circuits which
react
primarily
to pressure differences (but occasionally, depending on their design, can
meter
fuel based upon some purely mechanical stimulus - can you say throttle
pump?).
Oh how joyful!
> To completely determine what the engine should get, a plethora of
sensors and
(bullshit deleted)
> jon
rob bradlaw
Dale Ulan
>impulses, if all the damn sensors will keep working. If you don't think this
>stuff fails, slide over to rec.autos.tech and see how many cars are completely
>messed up because of a two dollar wire or a ten dollar sensor. Meanwhile, my
>Ducati continues to start and run just fine in twenty-degree weather with those
>simple Mikunis and a Dynojet kit.
EFI is coming to bikes whether you like it or not. Same situation as the auto
makers. They put in EFI because they had to, not because they wanted to.
Those nasty emissions laws are going to catch up with bikes, too.
Maybe not this year, maybe not next year, but in five years, I predict
that all bikes made will be injected.
Computers are getting a lot more reliable and robust these days, since
model-based and observer-based control systems are slowly being implemented.
A bad sensor can be easily weeded out if an accurate engine model can
be made. Yes, this means no modifications. This also means an engine
aging model.... Oh well.
They've been modelling pipelines for years, using data from transducers
on the lines, so they can do it on an engine.
As an example of the latest computerized car gossip:
GM is talking about getting rid of the starter altogether. If the computer
knows the exact position of the engine, it can inject fuel into the
cylinder, let it evaporate for a few moments, then fire a spark. Provided
the controller has an accurate model of the engine, the amount of fuel and
spark will be enough to start the engine spinning. You can run (from
computers) but you cannot hide.
And if you want to hide... it'll only be time before the smog testers
get smart enough to catch you. If you have your 1995 Kawasaki, pull up
to the test, and you have a set of Mikuni's on there, insta-fail on
the visual. Doesn't even matter what you do to tune them. They'll tell
you that the injection has to get bolted back on the bike. Or you
won't be able to get your bike registration stickers...
That's the way it is with modern cars, unless any and all changes have
EPA or CARB approval. In Alberta, we've been lucky. We also figure that
smog testing will be started in about two years up here.
-Dale
Rob Koopman
To beef it up, I'll reproduce some material that I've posted on the
2strokes mailing list. This file contains four postings, and is very
long (320 lines!!), sorry about that :-)
IF you have a 2 stroke, you MUST print this out though!!
. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .
From 2strokes...@microunity.com Thu Aug 5 17:08:34 1993
From: Rob Koopman <koopman>
Subject: RD 500 with F U E L I N J E C T I O N !!!!!!!!!
>From "Moto '73" 19 december '91
[translated from Dutch, my comments between brackets]
FAREWELL TO CARBURETTORS,
fuel injection on Yamaha RD500LC
'While many manufacturers struggle with two stroke injection systems, and
Egbert Streuer returned to a carburettor setup after lengthy experiments
[on his GP sidecar], a driving school owner from Haarlem, Kees Beekhuis, did
succeed in producing a good fuel injection system. The system has proven itself
for more than a year already [It still runs perfectly now, after 3 years]:
his Yamaha RD500LC is not only used for fast laps at Zandvoort circuit, but
also for driving slowly behind his pupils'
[Kees:] "I started the project because I wanted more power, without penalising
power delivery, since I need it for my driving school. Buying a different bike
was too easy, I'm a real nuts and bolts freak, I used to race a Morbidelli
125 [and it shows! His racing lines are very smooth but very fast]. First I
considered bigger carbs, but I found out they are hard to tune. When the
injection system of one of the cars of my driving school broke down, I
decided to learn about such systems and fix it myself"
"I bought a Motronic system, which served as a basis for the RD
project". Kees used existing components, like injectors, a fuel pump and a fuel
pressure regulator, to constuct his own injection system. Especially the
production of the Black box may be called an impressive achievement.
This unit determines injection timing and duration from a volumetric
sensor using a 'heat wire', a pressure sensor in the inlet and a lambda sensor
in the exhaust. The development of this system took 1.5 years. "Initially, I
did not remove the carbs. I could switch over whilst riding. But the system
proved to be so reliable that I removed the carbs. The airflow, that was
regulated by the flat slides of the carbs, is now modulated by throttle
valves near the airfiltre [!!]
[development problems: stronger battery needed, ingition affected Black box,
inadvertent heating of fuel due to fuel pump] Beekhuis made a simple fuel
cooler, mounted in the air filtre box. Only one piston was damaged in the
development process, but he used a box full of spark plugs, because he
needed to determine the correct mapping by experiment. "My only aid to
determine the optimum mixture was the Lambda-sonde". Injection timing was also
determined by experiment [30 after BDC]. "injection in the cranckcase will
inevitably result in a certain throttle lag, I've made many adaptions to reduce this, e.g. a pressure sensor in the inlet [the injectors are mounted in the
rubber section close to the membranes], and a throttle sensor that signals rapid
opening and closing. One cannot cut the injection completely in the latter case,
because that would cause huge throttle lag afterwards"
"replacing the carb slides close to the engine by two throttle valves
close to the air filtre reduced throttle lag as well [!!??], but the problem
cannot be further reduced until I revert to injection in the ports.
You've guessed it, that will be my next step [!!, but as far as I know,
he hasn't started yet]"
"During the year that this system is operational, I have't had a single problem
and the injection system uses 10% less fuel with at least equal power and
improved power delivery. I can change the characteristics with a little
switch [even the rich (circuit) setting is still more economic than carbs! I
did a number of laps behind Kees at Zandvoort, the richness of the mixture was
obvious to my nose and eyes, and engine power appears superior to that
of my RG. Kees's bike is equipped with a few LCD readouts, FZR rims and front
brake discs with GSXR 1100 calipers, plus a steering damper]
"I'm really surprised that injection is not more common: four new carbs
for my RD would amount to 2480 guilders ($1260) which is more than I spent on
my injection system" [!!!!]
---------------------------------
Isn't this an absolutely stunning story?
Sorry folks, I made it all up :-)
OK, I did not. Seriously, what an effort this must have been! The reliability
economy and power delivery that he achieved surprise me a lot. Let's throw
away our carbs!
Unfortunately, Kees does not have Internet access :-(, but I meet him about 6 times per year. If you have specific questions for Kees, you can send them to me. I'll collect them, present them to him and ask him to write an 'article'
that answers all of these questions.
--
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From 2strokes...@microunity.com Wed Sep 1 22:36:31 1993
From: Rob Koopman <koopman>
Subject: RD500 Fuel injection
Between the outbursts of tears over my gearbox, I managed to speak to
Kees Beekhuis again. He was still fumbling with the bike (another dial
within easy reach to vary one of the injection parameters) and he had
not started the cranck case injection project yet.
He was also very busy in his spare time with repairs of two strokes of
acquaintances, so this could take a lot of time. He IS planning to
produce a DIY injection package for other RD500 owners, but first he
wants to find out how to protect his Black boxes from being copied by
others.
He mentioned that he had received a letter from the US (would this be
from the owners club???) but he hasn't found time for a reply yet.
(I can imagine him waiting with that 'till he really has an injection
package to offer)
His bike ran beautifully again at the race track, but I'd really like
to encounter him on the road, riding/rolling behind his pupils in poor
mixture mode. This must be world's most versatile two stroke!!!
I'll keep you informed!
--
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From: Rob Koopman <koopman>
Subject: RD500 FUEL INJECTION, update
At last I spoke to Kees Beekhuis again, so here's the latest info on his
project. [check out the 2-strokes archives (august) at ftp.telebit.com for
a description of his project (or mail me), if you joined the list
recently and missed the translation of the magazine article]
Currently he is adapting his sytem for data recording, to allow him to
speed up development. After all, Kees is very busy as I found out: apart
from touring behind his pupils on his RD500 in "driving school" injection mode, he also repairs 2-stroke motorcycles, rides on the circuit and finds time
to develop his RD500 whilst maintaining it 100% reliable (!)
He is also changing the air-flow measurement system into a cheaper,
easily installable variant, so that other RD/RZ500 owners will have less
of a hard time installing the system on their bikes. They will have to
weld a Lambda sensor onto one of the exhausts, though.
He would not commit himself to a production date, but expected to be
able to take orders in about 1 year.
I told him I would gather reactions from RZ/D500 owners on the mailing
lists that are (even vaguely) interested in his system, so please reply
if you're one of them. Could one of you gauge the level of interest
within the RZ/RD500 owners group?
---------------------------------------------------------------------
This is Kees' reaction to Peter's suggestions:
> From: "Peter (P.) Gabrovsky" <lin...@bnr.ca>
> Message-Id: <"19057 Thu Sep 2 18:02:10 1993"@bnr.ca>
> To: 2st...@microunity.com
> Subject: RZ500 "EFI" Electronic Fuel Injection
>[..] How can you keep your Black Box a secret ??? [..]
> Assuming that you have built your own Black Box, it's
> probably MPU controlled (not manditory) and uses an EPROM
> to map "RPMs" to "ignition advance" and also maps
> "RPMs" to "fuel injector time". Chances are this is a
> 1:1 maping so any one can easily copy its contents and
> use the information.
Indeed Kees built his own Black box, using a 6502 processor + RAM +
EPROM, plus ADC and a few CIAs (interface adaptors)
>[....]better way is to use a PAL (Progammable logic array) or
> a GAL device to do the scrambling. The big plus here is that
> you can do much more complex scrambling than simply remaping.
Kees' fear was that, with computer techniques, such scrambling could be
decoded with little effort. However, he told me that there was a
solution to this by having all components combined in one purpose built
unit. Since he would not be able to change the mapping, he preferred to
continue with the development first, and produce the commercial Black
boxes in a later stage.
-----------------------------
Keep all your reactions coming. Kees does not have internet access, but
I now have his phone number, so I can pass on all his answers to your
questions. If you have no questions, but do want to be kept informed,
don't hesitate to react as well.
--
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From 2strokes...@microunity.com Fri Nov 26 02:04:14 1993
From: Rob Koopman <koopman>
Subject: RD/RZ500 Fuel injection, part 4 (+ RG500, RD350,..)
(If you missed parts 1,2 or 3, send me a mail. They are not archived yet)
After a Long telephone conversation with Kees Beekhuis, I now have a lot
of additional information. Problem is: where to start ? :-) Sorry if things turn
out a bit messy below; You should see my handwritten notes :-)
One piece of real good news is that his system can be fitted to other 2 strokes
with little modification! A probable exception has to be made for pre-mix
2strokes because the current version of his system injects a minimal amount of
fuel when the throttle is closed.
First I'll give additional information about the current state of his RD500,
which will be followed by speculation on the kit that he hopes to sell in the
not too distant future (possibly one year from now).
- - -
Originally, Kees ran the injection system whilst maintaining the stock carbs.
He mounted the injectors in the inlet rubbers and installed an opto-couple
on the crank and crankcase. He installed bigger 10Ah battery in the original
location, by removing the front end of the stack battery holder. The lambda
sensor was welded onto one of the exhausts: the wrong one, as it turned out!
This was the cause of the only reliability problem that occurred in the
development stage. It turned out he had welded the sensor to the exhaust of
the 'worst' cylinder. This cylinder drew in less air than the others and
thus always ran richest. The injection system continually adjusts the mixture
until the lambda sensor reports acceptable values. But as his 'bad' cylinder
received perfect mixture, the 'good' ones were running lean, which caused
damage to one of the pistons.
Kees moved the sensor to another exhaust and has run trouble free since then
(about 3 years).
In a later development stage, a few engine modifications were executed.
The read valves were replaced by RD350 units, since he decided to remove
the carburettors and replace them with 32mm tubes running as straight as
possible from the air filtre to the read valves. He also milled 3mm(!?) off the
heads, but he still runs on 95 RON! He attributes this partially to the quality
of the fuel over here, which approaches that of fuels sold in Germany
(When the F1 fuel suppliers were suddenly forced to supply pump petrol in mid
'92, the majority reverted to the fuel that they sold in Germany...)
Since then, he runs a set-up with butterfly valves and a pressure sensor near
the air filtre. This virtually eliminated the throttle lag that was inherent
to the set-up that used the slides of the carburettors and a mass-flow sensor
(he still uses the mass-flow sensor, but only below 1/3rd open throttle.
He plans to remove them in the next development stage).
He slightly altered the oil pump setting, to match the increased airflow
through the 32mm tubes.
He mentioned that his system is more economic than stock at any setting
(power/driving school/..) unless the throttle is opened and closed a lot:
In this situation, elimination of throttle lag has priority over low fuel
consumption.
- - -
All right, that is the present situation. Time to discuss the future.
He has contacted a few people that could produce tailor made Black-box
components for him, but he has merely enquired and not negotiated.
He wants to replace the opto-couples by an extra pick-up sensor on the
flywheel, so that customers will not have to open up their engines.
One type of Black box would serve two versions: 1) a system in which the stock
carbs are maintained. The pressure sensor is mounted on the pipe that is
normally used to attach the vacuum hose to one of the carbs. The lambda sensor
needs to be welded to one of the exhausts, four holes need to be drilled in
the inlet manifolds, the fuel pump plus cooler and a bigger battery have to be
installed. Perhaps the pick-up sensors of the stock ignition can be used,
but otherwise a separate one has to be installed (that picks up only
once per 360 degrees)
This system should increase power and reduce consumption, at the expense of
a slight throttle lag. But then there's ..
2) This would be closer to Kees's current set-up. The carbs are removed
and the pressure sensor and butterfly valves are installed near the air filtre,
so that throttle lag is eliminated.
Perhaps he will supply several types of air inlet tubes: one for the stock read
valves and others with a larger diameter (e.g. 32mm)
Kit 1 could be used for RG500s as well|-), but an appropriate injector location
has to be found. It could also be adapted to RD/RZ350s etc, but perhaps a
type 2 kit will be developed.
One problem is that the owner still has to choose the correct exhaust.
This is simply done by inspecting the plugs (before installing the EFI),
but of course Kees would not like to be held responsible by US lawyers
that own RZ500s :-) but do not know how to 'read' spark plugs. Installing
lambda sensors is not an option because of the current that they require.
Installing thermo-couples on 3 of the pipes would be an option, but
(as Eric mentioned) a warranteed system with all these safeguards would
be much more expensive than a kit, so probably it will be left to the owner
to do things properly.
Tuning the engine after installing the system does not pose any problems,
because the lambda sensor still determines whether the mixture agrees with
the setting chosen by the owner, regardless of the changes which have been
made to the engine.
Kees is certainly not ready to fix prices: first he wants to eliminate
the mass-flow sensor and the opto-couples (or whatever they are called),
after that he will need to determine which components should be supplied
in the kit (or kitS, in case he decides to supply several stages), and then
he will have to negotiate the price of some components (All this in his
spare time!).
Only then will he have the necessary information to come up with prices for
his kit(s).
- - - -
That's all. Please keep your questions coming. Kees will send me a few
pictures. I shall try to get access to a scanner again (you've seen
me & my RG on ftp.cecm.sfu.ca:/pub/RMR/Images/Suzuki ?) and I'll mail
them to those who are interested.
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