This is where discussions of EFI systems, Dual Carbs, Single Carb mods and plans can be discussed and shared.
If you are working on or have a problem with stock carbs then your questions do not belong here, please post them in the Goldwing Tech Discussions Forum.
Hi,
you probably followed my 32/36 attempt. Since there is still some time and space left in my live and my garage I started thinking about a throttle body injection on my other GL 1000 (it's already apart because of a Weber IDF conversion with Randakks Manifolds but this is another story). I had some GSXR 1000 Throttle bodies on the shelf and took them apart. I reworked the spacing between the individual Bodies and test fitted the on the bike. As you can see in the pictueres it is a pretty good fit. I will go with a BMW R100 Gas cable (they have a splitter and two ends) and connect the two sides only via cable. I think the main challenge will be the power consumption. The GL 1000 Generator is not too strong and I'll check out if it delivers enough for all system and the EFI.
I'll keep you updated!
Karl
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CBX 1000 CB1 red
CBX 1000 CB1 black
GL 1000 Ltd
GL 1000 K3
BMW R100S
Z1300
HD Streetbob 2009
Simson S51N
Very nice looking set up. Would you have room for a poorboy alternator? I also saw an alternator from a japanese tractor diesel ( kubota? ) that worked just like the alternator on our wings but with a belt driven perminant magnet rotor and stator. It was about 1/2 the size of the denso used in the poorboy but was only 18 amps. I wonder if it could be used to supliment your need for more amps for the EFI.
Honda 72 CL100 sold
74 CB750 K4 nice driver
1966 CA77/305 Dream nostalgic driver
84 GL1200I work in progress
1970 CT 70
1982 GL500 Interstate
I'm going to be doing an EFI conversion come next winter, and the power consumption has me concerned, as well. I'm hoping that there will be enough extra capacity after I finish swapping all lights for LEDs and upgrade the regulator/rectifier to a more efficient modern unit. LED headlights are available now and save 2-4 amps by themselves!
Steve
1978 GL1000 - Gallery
1993 GL1500 SE - frame-up restoration in progress
1983 CX650C
Hi,
quick update. In the first pictures you see the BMW Throttle Cable. The others are showing the setup in the bike. I used Throttle Bodys from two Suzukis so that I have two Throttle Cable holders and Idle Adjusters! It's a snug fit, but works good.
Next will be the Injector holders and the Fuelrail.
Karl
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CBX 1000 CB1 red
CBX 1000 CB1 black
GL 1000 Ltd
GL 1000 K3
BMW R100S
Z1300
HD Streetbob 2009
Simson S51N
DK you gotta make that work!!
thank you for making a thread
Timothy Mark Fisher
Catalina Arizona
"ride it.. don't be one of those guys who will fix it 'til it's broken" (JDVorchek)
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Hi,
thanks for the positive feedback! I'm planing to use a UMC 1 from Germany (www.no-limits-motorsport.de/index.html). It's basically a Megasquirt MS-II but way smaller and with less parts. Since it is smaller it'll fit better in the bike. The rest is the same as with the MS-II. Power consumption is my main concern. Since in Germany the regulations for Street Legality are very hard it is not possible to switch to Xenon or even LED Lights (which would reduce power consumption significantly). So I have to go another route and will improve the charging system by using a CBR600RR Rectifier/Regulator. Maybe a LiIon Battery. We will see. I also thought about a new Generator between the two Throttle body banks with a belt drive comparable to the poor boy solution but invisible under the false Tank But for now the EFI is work enough!
Tomorrow is german Labour day and I'll stop the work on the project for a few days and pull the Grill out of the Garage!
Karl
CBX 1000 CB1 red
CBX 1000 CB1 black
GL 1000 Ltd
GL 1000 K3
BMW R100S
Z1300
HD Streetbob 2009
Simson S51N
Karl, this looks great!
Actually I also wanted to go the GSXR tbi way before I had to stop everything.
Did a lot of tests with poor results, nothing worked out the way I wanted.
I think the key for success is that You have freshly tested injectors with a known accurate flow rate.
NAPA shops do that for a small money, but there are only a few Bosch services here in Germany who are willing and able to do it.
I will continue as soon as all my family and health circumstances have improved and I have time to concentrate on this subject again.
Great to see You going forward!
Phone me anytime, You got my number!
CU
Ray
1976 GL1000 test mule
1977 GL1000 in parts, rebuild in progress
Nice start with those throttle bodies. Concerning electrical needs, you'll find that efi (at low rpm) uses about 80 watts, mainly needed to run a car type efi fuel pump. A motorcyle/4runner type fuel pump will use about half that but is costly ($250+). At high rpm, total power need rises by another 40 watts or so to power the injectors. The stock goldwing puts out enough power to handle this; it's about the same power as adding driving/running lights.
socrace wrote:Nice start with those throttle bodies. Concerning electrical needs, you'll find that efi (at low rpm) uses about 80 watts, mainly needed to run a car type efi fuel pump. A motorcyle/4runner type fuel pump will use about half that but is costly ($250+). At high rpm, total power need rises by another 40 watts or so to power the injectors. The stock goldwing puts out enough power to handle this; it's about the same power as adding driving/running lights.
Nice to know!
Steve
1978 GL1000 - Gallery
1993 GL1500 SE - frame-up restoration in progress
1983 CX650C
Nice setup! If you need help with the car alternater setup let me know. I refused to pay the $ for a stator replacement so I installed a GM alternator. Good thing I had a parts bike to fab on; it works perfect unlike the poorman setup that doesn't work until 1500 rpms. Not to mension it ugly hangin out there like that. Good luck with you project and keep us up to date.