Had a look at the throttle bodies for the 1200 CFI system:
Injector port.jpg
You will notice where the arrow points. This is the base of the throttle body and attaches to the cylinder head. Would these new throttle body assemblies attach, if so part 1 done. You would have to figure out how to do the linkage between throttle body assemblies on the same side, and between each cylinder bank. There appears to be a TPS on the throttle body assembly, would only need to use one. Injectors for the 1100 can be in the 300 cc/min range - high impedance injectors do not need an in-line resistor. Using low impedance injectors just have that added resistor requirement. If you were to use the 1200 low impedance injectors 315 cc/min, you need a 3 ohm resistor for a pair of injectors, or a 6 ohm resistor for an individual injector (only need this if you go semi-sequential or sequential).
Would recommend using a 75 mm diameter 36-1 crank trigger wheel with a Hall Effect sensor, trigger wheel sandwiched between the crankshaft timing belt pulleys.
Ignition coil driver can be a Bosch 211 4 channel unit just in case you want to do some sequential later on. COP units can be used in a wasted spark ignition setup. Fuel injectors would need to be setup with 1/3 on the same channel and 2/4 same channel as well.
Sequential fueling and/or ignition needs a second rotational input, generally from the camshaft.
Need the tuning software for the ECU of choice.
Last but not least, choice of ECU will dictate a lot.
A lot of these EFI projects start on the bench. I was too lazy to do this, jumped in feet first. Had a lot of setbacks, made mistakes, and learned a lot.
A benefit from a project such as this even if you only do a bench system, is it brings to light what the OEM has had to deal with regarding components, carb or FI models. The component data that needs to be used or found through experimentation. How a change in a component affects the engine tune, the need for a WBO2 sensor (14point7 is a good one). Example, the 1200 FI community changes out the OEM fuel injectors for similar year car injectors. Nice to do however, the car injectors work but are approximately 220 cc/min versus the 315 cc/min OEM injectors, not too much of an issue at the lower power ranges and at idle, but could lean out the engine at higher powers. The ECU does not care what the CFI system components are, but engine performance and health can be affected.
Having tweaked your curiosity, good project to embark on - lets you get some new toys to work with as well. Will take time to collect the components and get going.
I use the Speeduino Project ECU because it is open source and there is a lot going on that may be of interest to you. Mega/Micro Squirt family of ECUs are mature and development has slowed or is being kept in house, as with a lot of other ECUs on the market. The Speeduino Project ECU is not all singing and dancing, but what it does it does well. Sort of like the Suzuki V-Strom versus the BMW ADV bike. Doesn't do anything extremely well, just does everything well. No affiliation, just like the product.
I'm now into road trials, took a long time to get here. My new thread regarding this is on the Classic GW and Speeduino forums.
Don't throw in the towel yet. As long as time is not an issue, a good project to get going on. Can always pick up an inexpensive barn yard find and do the acfe racer theme with a custom EFI system to make it go. keep your daily ride for head clearing and ride enjoyment.
I will do the Canadian thing and apologize for the long post, and trust that this post does not take away from your intent.
Cheers
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