GL1100 with throttle bodies (Fuel Injection)

[socrace]

My Buell is efi, using a VDO ecu, the first type used by the Motor co. It has a standard dual fire hall setup which is probably what those aftermarket vtwin ecu want to see as a cam sensor as well. If that Metro unit is low impedance then you'll need to use series resistors but should be doable (maybe)!

[macka]

I was thinking about the sensors and such, then it hit me. I can set up one TBI and just gang the other one, like a dual carb.

[socrace]

For those wondering, The $499 Ninja Efi kit did not work out.
Reading the fine print in the installation manual revealed that spark control is "under development" and the stock ignition system must be retained.

[EDIT April 7, 2012] Looks like Ecotrons has a kit version out now with spark control, current cost $599. It still has a 2 injector limit. Even though this is equal to the microsquirt, it's not really ideal for a 4cyl. I think the Wing motor really likes the 4 channel sync injection that am currently using, especially at/near idle.

[GOLDDIGGER]

For those wondering, The $499 Ninja Efi kit did not work out.
Reading the fine print in the installation manual revealed that spark control is "under development" and the stock ignition system must be retained.

Socrace,
My first day on this site. I became interested in your FI conversion that started this thread. Believe me, I've been looking everywhere for a system to convert an '83 Goldwing to a single/daul carb setup to fuel injection. Your setup from a '85 intrigues me, however, I don't have much background in fuel injection but willing to learn it as I go. Yours has to be the cleanest setup ever AND delivers linear, strong and low end power to boot by your statements.

It looks like five years ago there were manifolds and carbs to do the job from all sorts of people breaking into the market. I've tried contacting several of those from old posts I've found, including ldwingnut and have not received one single response. I can only imagine they have either given up and closed their business (but not their websites with phone numbers... ) or don't check their sites at all for inquiries but I did run across a post where ldwingnut was sick yet his website is nowhere to be found. Whatever the case, I'm just trying to find a kit like everyone else with no great expense that will correct all the (poorly designed) problems that the four carb stock setup incorporated. I'm also tired of hearing people taking up for that design. Yeah it's great when it's new but that's about it. The maintenance described it takes to keep them going is ridiculous which reminds me of the old MG's and other poc's that needed more work to keep them running than an "old" Harley. Obviously, I digress but it's mostly from weeks of reading with "NO" results.

This bike has a sidecar that looks factory or was built for this model. Nothing special but it's pretty nice. I got this bike from a German scientist that I used to work for before he retired. He's like a dad to me and getting this bike running again is high priority. He can't ride anymore but I want to take him on rides in the sidecar. It means that much. Any help you can give would be deeply appreciated.

[socrace]

Hi golddigger,
I actually rebuilt my 4 carb "rack" and used that for several months before embarking on the efi adventure.
Rebuilding the stock carbs can be very challenging. But, you can pay someone like Pistol Pete to do it and it will probably wind up being much cheaper and months (maybe years) quicker than doing an efi conversion!
But to answer your question, ebay is probably your best source for a single carb manifold; a used one seems to come up there every few months or so.

[1Adam12]

I honestly cant believe I haven't already tried something like this. I have a complete Ford EEC / TBI setup for a 5.0 litre V8. It would be so cool to have efi cold starts in the mornings.
I'm gonna look into it and try to find a second complete throttle body.

[aussiewingman]

socrace, in picture one where the piece has been cut away and welded, is there a reason why you cut away from the one side, can a piece from both sides be cut away to keep the semetrics of the manifold even?

[socrace]

Just lazy mostly, a lot less work to it.
Also the air cleaner was off-center before, more centered after!
The whole idea of the project was to get going with efi as quickly as possible, then convert to something more radical later on.
But, its been working pretty well as is..

[aussiewingman]

i have to say looks pretty nifty..and i have a question, the photo showing the underside of the manifold...the metal fuel bar that connects the fuel rails i can see that you may have changed that, what did you do or use for this connection?

[socrace]

aussiewingman - Thanks! The stock fuel line between the two fuel rails is a big steel line with welded banjo fittings at each end. All I did was just put a couple bends in the line, so it would fit in the narrowed space.

[aussiewingman]

i got another maybe a dumb question...but i'd like to know...my question is...
With a programable ecu...like the mega squirt...if thinking is right...what if you program a different stroke journey, would this advance/ retard the engine timing?

[socrace]

aussiewingman, not familiar with the term "stroke journey"? If relates to Ford edis, then needs a crank trigger wheel, which am not using now.
Been trying to fit a wheel and sensor on the front of the wing motor, but there's not much room to work with there. Currently thinking of mounting a standard hall sensor 90 deg to the plane of the trigger wheel, saw this used recently on some VW type 1 efi conversions, is very compact and supposedly works ok.

[aussiewingman]

sorry, socrace...i'll rephase...stroke journey, i should say crankshaft stroke length...programed into a programable ecu....if i changed that stroke length in the ecu, does that advance or retard the engine timing?

[fish]

aussie..stroke length affects piston dwell time @ TDC... Not Timing
socrates
This is a great great great thread---thank you! and kudos to all the forum members who have added to the conversation.

In a different thread I mentioned I am builoding a megasquirt and jimstim to experement on while I am stuck in Afagahanistan with no work to do . I have few tools and no vehicles to put the MS on but I will be able to play with it & gain familiarity with the system.

socrates I am going to build a MPEFI on my NGW (AKA Vincent) I wanna discuss my thoughts about individual intake runner butterflies-VS- one larger throttle body I welcome your thoughts......
Remember this is going to be a MPEFI system.
1) my concern with individual butterflies are that the butterflies would still have to carefully synchronised to maintain a smooth idle
2) with a single large butterfly the engine would pull significant vacuum in the intake plenum and I think the intake charge dilution during valve overlap would have a negative affect on idle quality.
I am familiar with this phenomon from attempting to tune single four barrel carb systems on V-8 engines with extreme cam lobe seperation numbers

[fish]

aussie..stroke length affects piston dwell time @ TDC... Not Timing
socrates
This is a great great great thread---thank you! and kudos to all the forum members who have added to the conversation.

In a different thread I mentioned I am builoding a megasquirt and jimstim to experement on while I am stuck in Afagahanistan with no work to do . I have few tools and no vehicles to put the MS on but I will be able to play with it & gain familiarity with the system.

socrates I am going to build a MPEFI on my NGW (AKA Vincent) I wanna discuss my thoughts about individual intake runner butterflies-VS- one larger throttle body I welcome your thoughts......
Remember either way this is going to be a MPEFI system.
1) my concern with individual butterflies are that the butterflies would still have to carefully synchronised to maintain a smooth idle
2) with a single large butterfly the engine would pull significant vacuum in the intake plenum and I think the intake charge dilution during valve overlap would have a negative affect on idle quality.
I am familiar with this phenomon from attempting to tune single four barrel carb systems on V-8 engines with extreme cam lobe overlap numbers