Not looking to stir the pot or insult anybody but I've been here a few years and I see the EFI talk pop up from time to time. I also know that the GS attracts a lot of beginners so the newer people may not know about previous threads on the subject. I have owned many bikes (20+) in my life. I've had single carb, multi-carbed and fuel injected machines. I'm also an ASE Master and Toyota Expert certified technician so I'm not talking out of my ass here. I know some people have had some carb headaches (myself included) with their GS but as carbureted bikes go, the GS carb set up works very well once you get it dialed in. My old '89 GS always fires right up and I can count on one hand the number of times I've had to see the insides of it's carbs. I don't see any great advantage in investing a lot of time and money into converting an old school carbureted bike into an EFI powered machine.
I also think a lot of people on here don't realize that most motorcycle EFI systems are not like cars. Most motorcycles use a very primitive set up that would be equivalent to a 1980's car. "I want EFI so I don't have to choke my bike when I start it." My first 2 fuel injected bikes (2000 VTR1000 aka RC51 & 2001 CBR929RR) didn't have a "choke" but they did have an "enricher circuit" that had to be turned on during every cold start just like a choke. Now I'll start using an SV650 as an example since that is a popular next bike for GS owners. It does not have any sort of choke but you still need to let the bike warm up before you ride away or it will run rough and sometimes stall. Plus it is good practice on any bike to let the engine heat up before you ride it. "I hate cleaning my carbs." While you don't have a float bowl to clean, throttle bodies can get dirty and clogged up too over time. "Synching carbs is a pain." Sorry to inform you, set ups with multiple throttle bodies (like an SV) need to be synched occasionally too. "I hate rejetting when I mod my bike." This is my biggest pet peeve with motorcycles coming from an automotive background. When I got my first fuel injected bike I made that statement myself. Then I noticed the lack of an oxygen sensor in the exhaust. When changes are made to a car, the computer can sense the changes via the mass air flow and oxygen sensors and adjust the fuel trim to compensate (to a point). Most motorcycles just use fuel mapping which uses set logarithms to adjust fuel delivery, there is no real time monitoring. When you add an intake and exhaust to a fuel mapped EFI you don't have to "re-jet" but you do have to reprogram the fuel injection system to utilize these changes.
So while EFI may be better in some ways it is not necessarily the be all/end all of motorcycling. Clean your carbs, get them dialed in, do your regular maintenance and ride your GS for what it is: a simple, basic, fun carbureted motorcycle. My 2 cents...
-Jessie
I agree with most of the stuff you said. But at the same time, also having owned both carbed and injected bikes over the years, I have to say I will personally take EFI over carbs ANY DAY.
The EFI thing is just a matter of convenience. Once setup right, a custom tailored EFI setup instead of an OEM setup is usually a lot more user/modification friendly and allows fine tuning. I also agree that a blind pre-set map type system without O2 sensor feedback would be a bad way to go about it.. although cheaper.
I too am new to the bike world... and every car I've ever owned has been fuel injected. from throttle-body-injected 80s and 90s chevys, fords, and subarus, to early multi-port injected porsches and the sophisticated rev-happy 2zz-ge from various toyotas and th lotus elise/exige.
growing up, most of the cars in my family fleet used carburetors. the 1984 chevy conversion van hated starting up on cold mornings and more than once left my mom stranded due to a flooded carb. the myriad of late 1970s lincoln town cars would run oddly on road trips with any significant altitude change.
I mess with things. that's who I am. it's nice having a system that doesn't freak out and need to be re-jetted when you do something simple like bolting on an exhaust. it's nice when the IAT and MAF automatically tell the injectors to step up their game when it's cold out.
what it all boils down to is what people are familiar with. 90% of my wenching has been on fuel injected vehicles. I'm comfortable with fuel injection... carburetors are still mostly a mystery to me. They're like a high-maintenance woman. They're awesome when they're being cooperative, but that fickle little Buddha Loves You is just waiting for the opportunity to make you look like a fool.
Once the bike is running I'm fine with carbs. But the start up "WAAAAHHHHH!!!" draws the kind of attention I'm not so fond of. More than one person has asked, "Do you have to do that with all bikes to get them started?"
Ultimately, I've dumped enough money into this bike, and will keep the carbs. Just as soon buy a new (used) bike for what EFI would cost. I'm actually kind of kicking myself for spending as much as I have on it already, as with that money I'd be well on my way to a new ride.
Oh well.
2008 GSXR 750 has to be warmed up to 47oC before riding off, i have 2 mates one with the 08 and one with an 09 both need this temp or the bike runs like a frog in a sock.
and on the noise factor at start up my gs cant be heard beside either one on cold start up.
Quote from: XLAR8 on April 29, 2011, 08:25:05 PM
2008 GSXR 750 has to be warmed up to 47oC before riding off, i have 2 mates one with the 08 and one with an 09 both need this temp or the bike runs like a frog in a sock.
and on the noise factor at start up my gs cant be heard beside either one on cold start up.
Yep have to do it with my EFI Ducati Monster too. Bet I could drown your mates Gixers out though lol.
Yea my SV also needs about 160F ...
I ride off the GS 30 seconds after starting it on a day where it is 10 whopping degrees.
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
I'd even say carbs need to be setup 1 time ... then if you constantly use the bike, and dont get really really crappy fuel ... I mean like the kind that has twigs and sand in it ... it will usually never need a visit ... In the non epa bikes that actually happens @ the factory. You can easily ride forever and never touch the carbs.
If you ignored the bike with FI for as long as some people have ignored their GS'es, you'll be replacing the whole blooming FI system ...
Cool.
Buddha.
Quote from: The Buddha on April 30, 2011, 04:13:44 AM
Yea my SV also needs about 160F ...
I ride off the GS 30 seconds after starting it on a day where it is 10 whopping degrees.
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
I'd even say carbs need to be setup 1 time ... then if you constantly use the bike, and dont get really really crappy fuel ... I mean like the kind that has twigs and sand in it ... it will usually never need a visit ... In the non epa bikes that actually happens @ the factory. You can easily ride forever and never touch the carbs.
If you ignored the bike with FI for as long as some people have ignored their GS'es, you'll be replacing the whole blooming FI system ...
Cool.
Buddha.
That's really my main point, a properly dialed in carburetor system can be just as reliable as an EFI system. If you want something fuel injected just buy a different bike, there's no reason to spend time and money modding an EFI system for the GS. If it ain't broke, don't fix it :thumb:
-Jessie
"Hey, LOOK at me, I have a EFI equipped GS..."
Sadly, I think most who want EFI on the GS do it for this purpose alone, well mixed with a big heaping helping of misinformation and mis understanding.
I think it is great some dude is monkeying with his GS and making it EFI.. improving on another's design.. maybe even making a marketable kit.
I would enjoy every moment of such a project, if i had spare time for it.
Make it an EFI and turbo kit.
Quote from: Fry on April 30, 2011, 11:33:28 AM
"Hey, LOOK at me, I have a EFI equipped GS..."
Sadly, I think most who want EFI on the GS do it for this purpose alone, well mixed with a big heaping helping of misinformation and mis understanding.
:nono:
Using the same logic used to broadly generalize people who want to keep up with newer and better technology, once could also say people who love to stay with outdated and inherently limited technology such carbs do it just so that they can be just like dear old pops and say... "Yeah, i mess with engines and rebuild my carbs, just like daddy used to". It is an established psychological fact that boys end up wanting to be just like daddy, atleast in the subconscious if not in the conscious mind.... be it in the choice of women or hobbies.
Also, unless you are talking about a kit put together by someone else or a ready to bolt on kit, it would generally take a LOT higher lever of intelligence, information and understanding of ICE operation, AFR ratios and electronics to put together an EFI kit for a GS..... compared to tinkering with carbs.... a technology ( :icon_lol:) as old as the ICE.
Carbs are cool. I'll take whatever looks better. FI might be good with a badass manifold; but those carburators are already nice.
Quote from: tb0lt on April 30, 2011, 12:56:27 PM
Quote from: Fry on April 30, 2011, 11:33:28 AM
"Hey, LOOK at me, I have a EFI equipped GS..."
Sadly, I think most who want EFI on the GS do it for this purpose alone, well mixed with a big heaping helping of misinformation and mis understanding.
:nono:
Using the same logic used to broadly generalize people who want to keep up with newer and better technology, once could also say people who love to stay with outdated and inherently limited technology such carbs do it just so that they can be just like dear old pops and say... "Yeah, i mess with engines and rebuild my carbs, just like daddy used to". It is an established psychological fact that boys end up wanting to be just like daddy, atleast in the subconscious if not in the conscious mind.... be it in the choice of women or hobbies.
Also, unless you are talking about a kit put together by someone else or a ready to bolt on kit, it would generally take a LOT higher lever of intelligence, information and understanding of ICE operation, AFR ratios and electronics to put together an EFI kit for a GS..... compared to tinkering with carbs.... a technology ( :icon_lol:) as old as the ICE.
Fair enough....
Quote from: Fry on April 30, 2011, 02:22:08 PM
Fair enough....
I salute you for being such a great sport.
:bowdown: :cheers:
BTW I probably could FI one of the ones I got ...
The FI system would need an extra 100 watts over what the GS needs.
We may have to cannibalize a GSXR ignitor box, I already have a GSXR ignitor rail, a GSXR fuel pump too will be needed ...
And here is teh scheme to get an extra 100 watts ... take out the rotor, break off the 6 magnets, and replace them with the N52 monsters we can buy nowadays for under $10 ...
Finally after all this - my bet, it will be an unreliable temperemental beast. However the thing is - I probably could be done for just about 100 - 200 ... the magnets are likely to be the most $. The rest is your patience andebay/google/junkyard skills. My GSXR rack was very cheap is I recall - somewhere in the under $20 range. But the ignitor and all the rest, and yea sparkplug coils from the same bike ... essentially get all the components from 1 bike ...
Cool.
Buddha.
Quote from: The Buddha on April 30, 2011, 04:13:44 AM
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
Most if not all Harley Davidson models as of 2007 and later have EFI...and I think it was an option for some models as early as 1996.
Oh yea ... correct, I have to look into those, they still had the single throat right ... maybe they ran like crap till the thing heated up. Or ... the 1 manifold solves some problems ... the bloody rear cyl anyway runs hotter ... I ahve to check into it.
Cool.
Buddha.
Quote from: tb0lt on April 30, 2011, 02:35:01 PM
Quote from: Fry on April 30, 2011, 02:22:08 PM
Fair enough....
I salute you for being such a great sport.
:bowdown: :cheers:
To tell the truth I was/am so horrified by your avatar that I couldn't stay on long enough to make a proper rebuttal, WTF Dude, seriously? :icon_eek:
So is is the carb system the reason i have to let my bike warm up for so long before i can ride it without it bogging real bad, and sometimes even dying?
Quote from: The Buddha on April 30, 2011, 04:13:44 AM
Yea my SV also needs about 160F ...
I ride off the GS 30 seconds after starting it on a day where it is 10 whopping degrees.
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
Cool.
Buddha.
Yep Buddha, the Ducati Monster 2 valve engines are all air cooled EFI from 2000 - 2007
Quote from: Twisted on April 30, 2011, 03:49:26 PM
Quote from: The Buddha on April 30, 2011, 04:13:44 AM
Yea my SV also needs about 160F ...
I ride off the GS 30 seconds after starting it on a day where it is 10 whopping degrees.
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
Cool.
Buddha.
Yep Buddha, the Ducati Monster 2 valve engines are all air cooled EFI from 2000 - 2007
not a bike, but porsche was using EFI air cooled engines in the 911 series (911, 964, 993) from 1969 until 1998
Quote from: Roxtar on April 30, 2011, 04:32:03 PM
Quote from: Twisted on April 30, 2011, 03:49:26 PM
Quote from: The Buddha on April 30, 2011, 04:13:44 AM
Yea my SV also needs about 160F ...
I ride off the GS 30 seconds after starting it on a day where it is 10 whopping degrees.
Are there any EFI air cooled bikes out there ... think about it ... yea ... nope.
Why - hotter motors ironically work better with leaner mix, leaner mix = hotter motor ... see how that vicious cycle will end.
Cool.
Buddha.
Yep Buddha, the Ducati Monster 2 valve engines are all air cooled EFI from 2000 - 2007
not a bike, but porsche was using EFI air cooled engines in the 911 series (911, 964, 993) from 1969 until 1998
suzuki tu250x air cooled EFI too,
sorry buddha, just noticed this thread.
The biggest step for making a GS500 FI is the correct parts, what fits in the stock boots as far as throttle bodies and the like... it would basically be designing a ITB setup for a race car, map sensors, timing, engine temp, and IAT would all need to be measured, Injectors need to be sized right to run at 60-80% then the ignition system needs to be upgraded to something more modern say a MDS or a corvette COP system (if a corvettes COP system can handle 10-11k rpm). Then the fun begins, you need a wideband o2 sensor (your putting all this money in might as well go wideband) so you can tune it properly. Then you move to tuning, megasquirt would probably be the best ECM but custom ones for hondas or other bikes might work. Programing would take a dyno to be truly right and then your done...
I have been looking into FI my 89.My bike's are not an investment for me.I will not sell my 89 GS and plan to keep the bike until I am dead,then pass it on.I'm also not a beginner rider as I have been riding for 18 years on road.I have had nothing but carb issues with all 4 of my GS500, and I know how to clean,rebuild, and adjust them properly.I'm 100% positive I could get 5 to 7 more HP and a little more torque.Maybe more since I will be using the "computer" to control both fuel injector timing and ignition timing.I have researched this extensively as I do not do hack jobs.The main issue is mounting the throttle bodies.The closest ones that will fit (01-03 GSXR600), and flow enough air, will not fit in the GS intake boots.Throttle bodies have to have a notch in the top of the intake boots to allow the injector to spray the fuel into the intake tract.Using the boots for the 01-03 GSXR600 38mm throttle bodies can be done but a clocking ring is need to mount the intake boots to the GS head.The GS intake boots are clocked at roughly 45 degrees from vertical and the GSXR are vertical.The motorized secondary buttery flies will need to be removed from the GSXR throttle bodies and the shaft holes need to the filled or the TBs need to be cut down.Once this is worked out,then it's on to dealing with the fuel supply.An external mounted 1999 Hayabusa inline fuel pump will handle fuel delivery,but the GS will be lacking charging capabilities.A stator and rotor can be reworked to put out more power.I've already look into a local company for this mod.The only changes to the ignition is the elimination of the CDI or ignition module/box.The dual crank triggers/pickups will be used to let the "computer" know where the valve timing is to fire the appropriate coil.Luckily the GS is a 180 degree parallel twin engine.This makes the ignition easier to set up and tune.Hotter aftermarket ignition coils could be used.I don't really see a need for it unless the compression ratio is raised or force induction is used.O2 sensor will mount in the header pipe on the number 1 cylinder just above the cross over pipe.The rest is just wiring in the sensors.
Here is some of the resources I used.
http://www.microsquirt.com/
http://users.hal-pc.org/~dhutch/
Quote from: ben2go on July 15, 2011, 05:01:20 AM
I have been looking into FI my 89.My bike's are not an investment for me.I will not sell my 89 GS and plan to keep the bike until I am dead,then pass it on.I'm also not a beginner rider as I have been riding for 18 years on road.I have had nothing but carb issues with all 4 of my GS500, and I know how to clean,rebuild, and adjust them properly.I'm 100% positive I could get 5 to 7 more HP and a little more torque.Maybe more since I will be using the "computer" to control both fuel injector timing and ignition timing.I have researched this extensively as I do not do hack jobs.The main issue is mounting the throttle bodies.The closest ones that will fit (01-03 GSXR600), and flow enough air, will not fit in the GS intake boots.Throttle bodies have to have a notch in the top of the intake boots to allow the injector to spray the fuel into the intake tract.Using the boots for the 01-03 GSXR600 38mm throttle bodies can be done but a clocking ring is need to mount the intake boots to the GS head.The GS intake boots are clocked at roughly 45 degrees from vertical and the GSXR are vertical.The motorized secondary buttery flies will need to be removed from the GSXR throttle bodies and the shaft holes need to the filled or the TBs need to be cut down.Once this is worked out,then it's on to dealing with the fuel supply.An external mounted 1999 Hayabusa inline fuel pump will handle fuel delivery,but the GS will be lacking charging capabilities.A stator and rotor can be reworked to put out more power.I've already look into a local company for this mod.The only changes to the ignition is the elimination of the CDI or ignition module/box.The dual crank triggers/pickups will be used to let the "computer" know where the valve timing is to fire the appropriate coil.Luckily the GS is a 180 degree parallel twin engine.This makes the ignition easier to set up and tune.Hotter aftermarket ignition coils could be used.I don't really see a need for it unless the compression ratio is raised or force induction is used.O2 sensor will mount in the header pipe on the number 1 cylinder just above the cross over pipe.The rest is just wiring in the sensors.
Here is some of the resources I used.
http://www.microsquirt.com/
http://users.hal-pc.org/~dhutch/
That sounds extremely thought out, but you may want to go dual wideband if your that into it, cause if number 2 cylinder is out of whack from a clogged injecter, loose wire, back spark plug, loose throttle body, etc, itll be harder to find out, being your reading out the number 1 cylinder...
also keep in mind, the voltages drop on our bikes at idle, it may be a non issue, but in the auto world, when the voltages drop due to a dying alt or battery, the ecm goes haywire. Now, idk if it would be an issue or not with a bike aftermarket, but you may want to look into solid batteries with a larger amperage rating, or even a capacitor for the feed to the ecm.
Im interested in this to see if you can make it work.
Quote from: xunedeinx on July 15, 2011, 05:09:57 AM
Quote from: ben2go on July 15, 2011, 05:01:20 AM
I have been looking into FI my 89.My bike's are not an investment for me.I will not sell my 89 GS and plan to keep the bike until I am dead,then pass it on.I'm also not a beginner rider as I have been riding for 18 years on road.I have had nothing but carb issues with all 4 of my GS500, and I know how to clean,rebuild, and adjust them properly.I'm 100% positive I could get 5 to 7 more HP and a little more torque.Maybe more since I will be using the "computer" to control both fuel injector timing and ignition timing.I have researched this extensively as I do not do hack jobs.The main issue is mounting the throttle bodies.The closest ones that will fit (01-03 GSXR600), and flow enough air, will not fit in the GS intake boots.Throttle bodies have to have a notch in the top of the intake boots to allow the injector to spray the fuel into the intake tract.Using the boots for the 01-03 GSXR600 38mm throttle bodies can be done but a clocking ring is need to mount the intake boots to the GS head.The GS intake boots are clocked at roughly 45 degrees from vertical and the GSXR are vertical.The motorized secondary buttery flies will need to be removed from the GSXR throttle bodies and the shaft holes need to the filled or the TBs need to be cut down.Once this is worked out,then it's on to dealing with the fuel supply.An external mounted 1999 Hayabusa inline fuel pump will handle fuel delivery,but the GS will be lacking charging capabilities.A stator and rotor can be reworked to put out more power.I've already look into a local company for this mod.The only changes to the ignition is the elimination of the CDI or ignition module/box.The dual crank triggers/pickups will be used to let the "computer" know where the valve timing is to fire the appropriate coil.Luckily the GS is a 180 degree parallel twin engine.This makes the ignition easier to set up and tune.Hotter aftermarket ignition coils could be used.I don't really see a need for it unless the compression ratio is raised or force induction is used.O2 sensor will mount in the header pipe on the number 1 cylinder just above the cross over pipe.The rest is just wiring in the sensors.
Here is some of the resources I used.
http://www.microsquirt.com/
http://users.hal-pc.org/~dhutch/
That sounds extremely thought out, but you may want to go dual wideband if your that into it, cause if number 2 cylinder is out of whack from a clogged injecter, loose wire, back spark plug, loose throttle body, etc, itll be harder to find out, being your reading out the number 1 cylinder...
Microsquirt will control each cylinder's injection and ignition timing separately.I will use wide band o2s.You're right.I will need dual O2s.
also keep in mind, the voltages drop on our bikes at idle, it may be a non issue, but in the auto world, when the voltages drop due to a dying alt or battery, the ecm goes haywire. Now, idk if it would be an issue or not with a bike aftermarket, but you may want to look into solid batteries with a larger amperage rating, or even a capacitor for the feed to the ecm.
The guy I talked to locally,said that he could rework the rotor and stator to put out more power.With a newer style regulator,it will charge from just off idle.I know all about the lack of charging on the GS below 3000 to 3500 rpm.I killed a battery when I got my first GS because I was lugging the bike in town to keep the noise down.
Im interested in this to see if you can make it work.
Me too.I have been planning and researching for two years on this.Then Bowling Grippo discontinued Microsquirt in order to start production of a new version of Micrsquirt.IIRC,the new version will log data to an SD card which will be extremely useful on a motorcycle.I'm waiting to see what other changes are being made before I start hording parts away.
Well, I honestly have about...oh... 2 months motorcycle experiance, but spent more then half my life (im almost 24) on cars, im willing to lend a hand if you need it, even if its brainstorming!
Anyone ever think of taking the easy way out?
In the 80's, before efi, and after carbs, they used Throttle body injection.
basically, stuck an injector in the carb, hooked a trigger onto the crank, and called it a day. All you had to do was raise or lower the fuel pressure to "tune"
interesting brainstorming going on here. I have nothing to add but a lot to learn, I am in :)
Quote from: xunedeinx on July 15, 2011, 05:58:55 AM
Well, I honestly have about...oh... 2 months motorcycle experiance, but spent more then half my life (im almost 24) on cars, im willing to lend a hand if you need it, even if its brainstorming!
Anyone ever think of taking the easy way out?
In the 80's, before efi, and after carbs, they used Throttle body injection.
basically, stuck an injector in the carb, hooked a trigger onto the crank, and called it a day. All you had to do was raise or lower the fuel pressure to "tune"
There would be a lot of fabrication involved in doing single TBI.You'd need an intake manifold,a plenum,and a small enough TBI.The performance results would be about the same as carbs if that good.Going with dual TBI makes for a neater smaller package.If you use Microsquirt for FI only, and dual throttle bodies,it's set up the same way the older GM TBI systems were and most of the sensors I will use are GM.Money aside,doing the conversion isn't the hard part.It's the tuning.Luckily, enough people have already done other bikes with 180 degree crank offset.So it's just a matter of using they're tune and tweaking it to fit the GS.I found a shop over in town that has a dyno.Normal it's not open to the public because they use it strictly for the racing dirt bikes they build.After telling them what my plans were,and giving them the machine work on another engine I'm building,They agreed to give me a dyno day once I have everything closely dialed in.
Quote from: ben2go on July 15, 2011, 11:10:52 AM
Quote from: xunedeinx on July 15, 2011, 05:58:55 AM
Well, I honestly have about...oh... 2 months motorcycle experiance, but spent more then half my life (im almost 24) on cars, im willing to lend a hand if you need it, even if its brainstorming!
Anyone ever think of taking the easy way out?
In the 80's, before efi, and after carbs, they used Throttle body injection.
basically, stuck an injector in the carb, hooked a trigger onto the crank, and called it a day. All you had to do was raise or lower the fuel pressure to "tune"
There would be a lot of fabrication involved in doing single TBI.You'd need an intake manifold,a plenum,and a small enough TBI.The performance results would be about the same as carbs if that good.Going with dual TBI makes for a neater smaller package.If you use Microsquirt for FI only, and dual throttle bodies,it's set up the same way the older GM TBI systems were and most of the sensors I will use are GM.Money aside,doing the conversion isn't the hard part.It's the tuning.Luckily, enough people have already done other bikes with 180 degree crank offset.So it's just a matter of using they're tune and tweaking it to fit the GS.I found a shop over in town that has a dyno.Normal it's not open to the public because they use it strictly for the racing dirt bikes they build.After telling them what my plans were,and giving them the machine work on another engine I'm building,They agreed to give me a dyno day once I have everything closely dialed in.
Makes sense. Well once you decide to take the plunge, make a thread in the projects section! Im willing to lend my mind to the cause if I can.
-Justin
I agree. I'm not against having an FI bike, but every bike I've ever owned has carbs and I've had very little problem with them overall. Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up! :thumb:
If you're looking to change your GS over to FI, consider this. The stock GS's main impediment in the intake/exhaust system is the heads. This means without getting your head ported and polished you won't gain significant power no matter what else you do, not counting laughing gas, of course!
Quote from: bill14224 on July 15, 2011, 03:24:40 PM
I agree. I'm not against having an FI bike, but every bike I've ever owned has carbs and I've had very little problem with them overall. Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up! :thumb:
If you're looking to change your GS over to FI, consider this. The stock GS's main impediment in the intake/exhaust system is the heads. This means without getting your head ported and polished you won't gain significant power no matter what else you do, not counting laughing gas, of course!
Speaking of Porting and Polishing. I got a guy that can do this. Ship your heads and intakes to him. He does all my pitbike motor work and he builds some awesome xs650 motors. He said he would love to get into the gs500 motor. Terry is his name and Firepowerminis dot com is his website. terry@ the firepowerminis dot com is his email too. Good guy. His phone number is listed on his site.
I am not affiliated with him, he has just done a bunch of top rate work for me.
Quote from: bill14224 on July 15, 2011, 03:24:40 PM
I agree. I'm not against having an FI bike, but every bike I've ever owned has carbs and I've had very little problem with them overall. Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up! :thumb:
If you're looking to change your GS over to FI, consider this. The stock GS's main impediment in the intake/exhaust system is the heads. This means without getting your head ported and polished you won't gain significant power no matter what else you do, not counting laughing gas, of course!
That may have to be done to accept the clocked GSXR intake boots.The thottle bodies I plan to use are 38mm and I believe my 89 GS carbs are a mere 33mm.However the ports in the GS head are slightly bigger than the GS carb boot inside diameter.I'll measure everything when time comes.
Quote from: pookiebear on July 16, 2011, 06:47:22 AM
Quote from: bill14224 on July 15, 2011, 03:24:40 PM
I agree. I'm not against having an FI bike, but every bike I've ever owned has carbs and I've had very little problem with them overall. Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up! :thumb:
If you're looking to change your GS over to FI, consider this. The stock GS's main impediment in the intake/exhaust system is the heads. This means without getting your head ported and polished you won't gain significant power no matter what else you do, not counting laughing gas, of course!
Speaking of Porting and Polishing. I got a guy that can do this. Ship your heads and intakes to him. He does all my pitbike motor work and he builds some awesome xs650 motors. He said he would love to get into the gs500 motor. Terry is his name and Firepowerminis dot com is his website. terry@ the firepowerminis dot com is his email too. Good guy. His phone number is listed on his site.
I am not affiliated with him, he has just done a bunch of top rate work for me.
Thanks for the info.I have a racing dirt bike shop with full machine shop services that is working with me through an engine build and the FI conversion.
Quote from: bill14224 on July 15, 2011, 03:24:40 PM
Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up!
Can you explain this? Why would riding a carbed bike more frequently help?
Because the biggest problem for carbs is old gasoline. It sticks, stains, and gums up the insides of carbs.
Quote from: cksheppard on July 16, 2011, 10:35:42 PM
Quote from: bill14224 on July 15, 2011, 03:24:40 PM
Riding a bike frequently is the best way to keep the carbs working well. Don't give them a chance to get gummed-up!
Can you explain this? Why would riding a carbed bike more frequently help?
Quote from: Big Rich on July 16, 2011, 11:53:07 PM
Because the biggest problem for carbs is old gasoline. It sticks, stains, and gums up the insides of carbs.
Quote from: bill14224 on July 15, 2011, 03:24:40 PM I'm not against having an FI bike, but every bike I've ever owned has carbs and I've had very little problem with them overall.
Agree, agree, agree!!! I've put 160k miles on 2 GS500s and never touched a carb. My current 02 has about 88k miles on it now and never ran better. The time spent on messing with your carbs could be better spent riding it. Don't mess with your carbs and they won't mess with you.
FI? heard it all before, I will believe it when I see it, until then its nothing but talk :D
Carburetors and Sta-Bil, more dependable than FI :thumb:
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