TOPIC:

This is a long term project I started a while back.

Here are the build specs for this bike :

Motor and fuel system -
MTC 761cc 10:1 NOS pistons
82 KZ750 Spectre cylinder head (big valves)
Yoshimura "POP Y" Stage 2 cams .400"/.380" lift
82 KZ650 CSR cases/trans (750 style cases)
Vintage Charron 4 into 1 exhaust header
Custom bread box style air filter housing
36-1 toothed wheel and hall sensor ECU controlled ignition
Dyna 0.5 OHM mini ignition coils
1983 GPZ1100 DFI throttle bodies
stock GPZ1100 fuel rail
Ford 2.3L 15 pound reconditioned injectors
Porsche 914 adjustable fuel pressure regulator
Pingel high flow petcock
ZX6 OEM in tank fuel pump
Custom 2 Liter auxiliary tank to house fuel pump
40 micron and 10 micron fuel filters
Microsquirt V3 ECU
modified GM LS1 TPS
custom CHT and IAT sensors (NTC thremistors)
ZX6 tip over sensor
Bosch LSU 4.9 Wideband AFR sensor
Spartan2 controller
0-60 PSI liquid filled inline fuel pressure gauge



I should mention I am building a small auxiliary fuel tank that will bolt off of the front of a custom battery box. The tank will gravity feed from the main tank thru a low pressure fuel filter, the small tanks main purpose is to hold the ZX6 fuel pump. The space around the pump is required to cool the pump as it operates. The auxiliary tank will be vented with a small line running up to the steering neck ending above the main tanks filler neck.The battery box will house a taller 210cca 14AH gel mat battery, this have been the same battery I have used on my two current street bikes.The battery box serves as a mount point for the ECU, 2 relays, and a extra 6 blade fuse block required to run all the injection components. It will also mount the high pressure metal canister fuel filter that feeds the injectors.Since the space where a air box would reside is taken up by the auxiliary fuel tank I need to run filter pods on the injectors but this will not create a tuning issue because the ECU will automatically adjust itself to compensate. I may end up fabricating a air box but that will be further down the road once I get the injection conversion up and running.







 






























 

Except for gathering all the parts I did mock up and wired all the Fi components and made sure they worked.

Everything hangs off a modified battery box including the aux fuel tank and filter.



























I have yet to build the engine or fabricate the fuel tank.
 

Love what you are doing with this, I guess the secondary gas tank will also serve as a "swirl chamber" Keep us updated 

Thanks.

When I said long term project I started buying parts for it in 2016. 
I am not in a rush to finish it as I have a parking issue, a lot of projects but no where to put them! They are currently easier to have around as parts bins.

The aux fuel tank idea came as a work around for one of those big amp draw external pumps. The small OEM pump does not draw that many amps and would be easier to replace in the tank I designed if it fails. I thought about putting it inside the 650 tank but that had its own issues, this idea seemed easier to me. The high pressure steel fuel filter is for a Buick V6 and its cheap to replace as well. There is a return line going into the stock gas tank to push back any unused fuel (same as GPZ DFI)

I am using Tunerstudio software to burn the tune to the ECU, I am going to control fuel and spark.

I have a barrel bored and honed for that piston kit. All I need to do is rebuild the 650 bottom end, split the cases and go over everything. The clutch hub will need to be redone as the pucks are shot.

The sided covers hide all of the wiring but if you look close you can see the wiring bundle under the battery box.



These are just mock up covers from another bike, this bike will be painted green. I will be using those FI decals, they are from the door handles of a '90's Trans Am.





Aux fuel tank parts.

 





40 micron fuel filter (high pressure) fits under side cover.



Not too many chassis improvements, 83 ZX750 Unitrac wheels, Suzuki SV650 front calipers, and ZX6 rear caliper.







Emgo Viper fairing


 

Are 35lb. injectors going to be to big?


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Nebr_Rex wrote:

Are 35lb. injectors going to be to big?


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That was a typo, should be 15lbs/hr (157cc/min) According to the math they will support 96 HP.

With the parts I chose I think I will be under that for sure, maybe around 85 HP as its only 761cc.
Those injectors came stock in a 2.3L four cylinder EFI engine with a output of 100 HP.
They were easier and cheaper to buy than replacement GPZ1100 units which flowed 200cc/min.

You might want to look into the colors of the Bosch EV1 injectors. My daily driver is a Ranger with one of those 2.3s.
Just installed some 24lb. following my secondmodified upper intake. Here is a list off the top of my head of what Ford used.
      lbs./color /application.
   12lb./ forgot the color/ / 300 6cyl (55 psi )
   14lb./ grey / 2.3 '89-'94 Ranger
   15lb./ red-maroon / 2.3-2.5 '95 and up Ranger
   19lb./ orange / V8 and V6
   24lb./ blue / 460
   35lb. / brown / 2.3 turbo (Thunderbird )


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I did not know there was a color code system.

I will check the part numbers on them. If they are the wrong rating I will replace them, they only cost me $10 each.

The injectors have Ford PN F47E-A2E molded on them.

From the info I could gather they are for a 2.3L 4 cylinder NA engine, 14 LB/HR flow rate. To be sure I will make a test rig and test the output at 43PSI for 15 seconds and extrapolate the flow rate in LB/HR to make sure they are correct. They are a remanufactured flow rated set (within 3% of each other)

Did a little digging and cross referencing of part numbers and found this web site on fuel injector flow rates per make/model : users.erols.com/srweiss/tableifc.htm

Found a different part number for the injectors then found the flow rate on those tables.



The color of the molded plastic on a used injector can vary drastically due to under hood temperatures, ozone, and any chemicals those parts have been exposed too.