And yet, there is a reason it hasn't become common with these old bikes. There are no such kits that work right-and which would be priced reasonably even if they existed.
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Dogma
Forum Sage
That pretty much sums up my thoughts on the subject.
G
Guest
Guest
I wonder what model that was as I had a 1980 KZ1000 and it was carbureted. I did some quick research, and I guess there were some. Here's a a couple of pics.
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I think there is one guy with a turbo'd, totally insane 1100.
For dirt bikes and quads there's some gizmos called Dial-a-jet that allows you to jet the motor on the lean side with your needle and mains and it allows extra fuel to be added to the mixture. So riding in the mountains it won't add anything and riding at sea level it adds fuel. It could be adapted to a multi cylinder motor pretty easy.
Sure would be easier than fuel injection.
Sure would be easier than fuel injection.
I tried a dial-a-jet kit on a Kawasaki back in the 80's. Not impressed.
B
boris.h
Guest
already done it but it was itb's on a clio williams. Really impressive.
I used a micro UMC ecu, which I fitted into a 3d printed nylon / kevlar little box (very light and strong), easy to communicate with, and versatile: I could add more than 20 hp on a 180hp engine!
I also used gsxr itb's and hayabusa injectors for it.
If I would restore my GS again, I would stard to make it fuel injected.
I used a micro UMC ecu, which I fitted into a 3d printed nylon / kevlar little box (very light and strong), easy to communicate with, and versatile: I could add more than 20 hp on a 180hp engine!
I also used gsxr itb's and hayabusa injectors for it.
If I would restore my GS again, I would stard to make it fuel injected.
The wildest mods tend to come out of Europe.
Not sure if you are talking about me but I have played a bit with fuel injection conversions for old Suzukis
My own GS1100 has been fuel injected since 2004 and it has gone through several revision over the years. There are a couple of links about that one in my signature below. I have also a SV650 that is converted to EFI. Then I have done few EFI installations for others and have been more or less involved to numerous similar projects.So yes, it's completely doable and not even extremely complicated in the end. That "GS1100 shopper thread" makes it look more difficult than it really is
But it will require some learning for sure and it's always debatable if the gains are worth of effort. In my opinion it's better to take it as learning and experimenting project as already suggested here. Then it can be extremely rewarding. If you just want to get your stock bike running well with least effort then it's better to stick with carbs. Of course boosted or otherwise heavily modified engines are a case of their own. With them there are many very clear benefits that EFI can provide.Any way, if someone wants go down this route feel free to contact me. I can probably provide some helpful tips and maybe even help with parts.
I bet for the price of a "kit" you could get into a FI bike... Then you also inherit; radial tires, improved brakes, updated suspension, lighter structural material... ETC
Point I got from this thread is the PO wants to modernize his machine. My only recommendation is buy a modern bike... It would be be a much better bang for the buck, less of a headache and guess what? Modern bikes are bad a$$ and are affordable. (More affordable then walking down a custom FI system IMHO)
As for Carb vs FI. Each have their plus and minuses. When I Re-Flashed my Concours14 it cost $400 and was absolutely necessary when I installed the high flowing ZX-14 exhaust. If I ran stock a stock flash I could have easily damaged the engine. The flash also tweaked the Variable Valve Timing which gave me max WHP (160.8) from 9.5 RPM to 11KRpm (Flat peak HP for 1.5K RPM)... Modern design FTW... Carbs? Jets are cheap and once you learn to tune it's the definitive cheaper option. IMHO I see no difference in reliability for it you take care of your fueling system a rack of carbs can last big miles (except on my Bandit which seemed to need a set of emulsions every 20k Miles or so...). Carbs are easier/cheaper to make more HP with too... FI you'll need some competence in mapping and timing to make it run SWEET.
Do note professional tuning is pricey... and I still try to wrap my head around the fact I paid for theoretically nothing, just my tuners time and some software... But it was a considerable gain. If the bike was carbureted I could do the work myself confidently. But with the Connie (not so much TU) the Engine management system is integrated with VV-T, FI, ignition, cooling and anti-theft systems. The TU250X will be easy to tune... 1 Cylinder 2V SOHC FTW.
To have an injection conversion done correctly on a GS seems prohibitively expensive unless you have the tools in house to fabricate and then tune(either with data logger or dyno). I can tell you a well dialed in rack will yield a smooth, powerful and reliable machine... For small bucks (needles and jets are cheap).
My advice to the original PO... If you have money to blow that might ultimately get you no where Or yield no gains other then that hum when you turn they key. Then by all means go for it and write a thread, I'll be watching. But my recommendation is save the coin, do what I did and buy a modern bike. It's ok... They aren't the devil.
Good luck!
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