Keepin up with pete.
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Fast Eddie
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Rohan said:
The 12 point head bolts look the same as the ones I got from CNW, which are stainless ARP. All the head / barrel bolts / nuts are 12 pointed and take smaller socket sizes than stock. No more messing around with box scanners etc, its a joy!
Is that a custom made throttle body for the Norton head? Will you have any issues with the MAP signal (although I seem to remember you were using a timed sample so maybe not a problem). Will be interesting to see dyno results, I almost suspect it will alter the 'feel' as opposed to having any big change in power.
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Cheesy said:
The throttle body is one I made several years ago. I used it for a time, mounted to the stock curved manifolds. It did have smoother low speed response than the big single body but it did not make quite as much power.
I suspect the lower power was due to the stock curved manifolds which don't flow as well as the manifold I built for the big single body. I am now going to test that theory.
The dual throttle body with no manifold flows really well on the flowbench. I wish I had enough room to run some 3 or 4 inch straight manifolds.
Acotrel, it is my streetbike and I run a complete EMS system on it. There will be velocity stacks incorporated in the air filter. Getting a free flowing air filter into the space I have will be the challenge.
Dyno results will be coming soon.
The twelve point bolts are ARP stainless bolts from CNW.
The throttle bodies are the same length as stock amals. When mounted on curved manifolds the stock air filter will fit.
I do use timed map sampling so getting a good map signal is no problem. Jim
Keeping up with pete? I think "laying waste to pete" is more applicable. I can only dream of such things. It take genius to make something idiot proof. I cannot wait to hear it go.
Ambition, time, and money. That's all I need.
I'm a dinosaur.
Yes, I need an aircleaner too. :!:
Ambition, time, and money. That's all I need.
I'm a dinosaur.
Yes, I need an aircleaner too. :!:
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I find it frustrating to see something as nice as that injector system which we cannot use in racing in Australia. Our race classes don't include much room for development, we are too rule-bound under normal circumstances. Our historic classes are really the only ones in which we can build our own bikes. I'd love a race class which catered for big two valve twins with the only rules being about capacity. Then we would have some real fun. Some guys seem to be worried that others might win races simply through being wealthier. With commando / Triumph/ Guzzi/ BMW / Ducati - older type bikes you tend to hit a technology wall. I never worry about the rich guys, they can always be beaten.
lcrken
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Nice system, Jim.
I can understand the reluctance to try marketing it. Besides the learning curve, it would have to be pretty pricey. I looked at putting together a system using two Jenvey throttle bodies, and the cost for the bodies, injectors, fuel rail, pressure regulator, linkage, TBS, and stacks or filter adapaters was $1250. And then I would have to develop an engine management system to run it, probably Megasquiret/microsquirt, plus appropriate sensors and triggers. I think it would have cost me something like $2000 minimum, and probably more, plus a lot of man hours. Then I'd have to pay for dyno time to get it set up right. Call the total $2500 if I'm lucky.
Also looked at Hilborn, but their motorcycle EFI systems start around $5000.
I have been looking to see if I could somehow adapt throttle bodies from a modern bike, but haven't found anything yet that would let me have two bodies. The principle problem is the close spacing of the Norton intake ports.
I think I'll have to stick with carbs for a while.
But I do admire your work (and perseverance).
Ken
I can understand the reluctance to try marketing it. Besides the learning curve, it would have to be pretty pricey. I looked at putting together a system using two Jenvey throttle bodies, and the cost for the bodies, injectors, fuel rail, pressure regulator, linkage, TBS, and stacks or filter adapaters was $1250. And then I would have to develop an engine management system to run it, probably Megasquiret/microsquirt, plus appropriate sensors and triggers. I think it would have cost me something like $2000 minimum, and probably more, plus a lot of man hours. Then I'd have to pay for dyno time to get it set up right. Call the total $2500 if I'm lucky.
Also looked at Hilborn, but their motorcycle EFI systems start around $5000.
I have been looking to see if I could somehow adapt throttle bodies from a modern bike, but haven't found anything yet that would let me have two bodies. The principle problem is the close spacing of the Norton intake ports.
I think I'll have to stick with carbs for a while.
But I do admire your work (and perseverance).
Ken
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Butterfly throttle plates do cause some flow robbing turbulence in comparison to a flatslide but the thing with throttle bodies is -if the plates cause too much restriction you just make them bigger. There is no need to keep them small to create velocity like you do with a carb. Jim
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Keep it up Jim and you'll have it running on nothing but digitized electricity and then where will we be? Its not the cost to buy these that the limiting issue its the time cost to Jim customizing each application. Flat slides went out of favor when engine sucking got to making them hang an instant too long in leaned turns while butterflys swivel meter smoother. Here's something I got working good for a time on a mini bike this week, but changing fuel and air and engine temps makes is a sliding scale to allow good power on full throttle range makes it a touchy sliding scale to stay ahead of. The cleaver guys got it figured out with throttle and air butterflys linked by different length levers to keep the mixture right. My 97 cc 2.5 hp [haha] would not lug high grass or much a slope at all till vaporized chugged right across and up steeps enough I made it 1/2 mile out and back grinning.
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