At 05:01 19/04/02, you wrote: >In the past >we have talked about some possibilities with the one question as to whether >the fuel injection would adjust enough. Well, the former owner of dynojet >has just developed a box that goes inline from the stock ECU to the fuel >injectors and interrupts the signal and sends out a new signal to the >injectors telling it to give more or less fuel then the stock signal. There >are three different settings for low speed mixture, midrange mixture and high >speed mixture so it can be fine tuned.
Maybe worth considering that although the interrrupter box will hold the injector open for longer, the injectors will have a maximum throughput, determined by their bore and the limiting cycle time / duration. I'm sure there is some slack in the system which you can take up, but somewhere there will be a mechanical limit. It'd might be worth doing a "cc" test on the injector at maximum duration and working out where the limit is before you go crazy. What is crazy? I have seen an 1060cc FZR motor with *lots* of cylinder head work, Cosworth pistons and Carillo rods, custom cams, custom exhaust and 185 BHP at around 13 - 13.5 krpm; I can't remember if that was at the back wheel or the sprocket (does it matter??) but it wasn't using GTS fuel injection :-) David Thurgate http://www.uranus.co.uk/M_cycles.htm =================================================== Kawasaki ZX750-A1 in Tony Foale FFE frame Current status: Dismantled ;-( Yamaha GTS1000a in Yamaha FFE frame Current status: In everyday use :-)
