New Big Bore FI Controller Dual Inj.

[EHSRACING]

Hey Everybody we have finished up testing with our new Fuel Controller for the 700 Big Builds. I must say that it has turned out extremly well and is a big jump up compared to whats out there now. It does require a few extra's, Its designed for the billet TB with 2 inj ports we are running 2 stock inj both totally tunable idependendtly. For the good new i will guarantee that it will make at LEAST an additional 3 pds of tq and 2hp over any big RC inj with a PROPERLY tuned PC3 and more than that with a generic map. Its very easy to tune at the track or where ever you are for new guys coming into the shop we can have a bike tuned in 3-6 pulls on the dyno where a good pc3 map usually takes 15++ even for the same build.

We have tested them on 8mil,10mil,12mil and several head combinations. So if you are at the point of maxing out your stock inj this should be a serious consideration.

$350 Retail

If some of the forum guys want to test them to back up what i say i will knock $100 off, so they can put towards taking it to the dyno but you have to put up some # before and after.

[Troy]

Interesting, so if you are running high map numbers do you run the majority of the fuel through the top injector and have the bottom injector helping out or do you even the load out between the two injectors??

[EHSRACING]

its close to a balanced load the way we set it up but you can do it either way. The more balanced you can make it gives you the smaller spray pattern which makes the better power##. We run ours with a high pressure fuel pump/return style regulator and we see even better # yet compared to the stock style pump.

[Troy]

I wonder how this setup will work on a 770 with a big head and throttle body?  I'm at high elevation and going to low elevation tomorrow, sounds like we may have a problem with the stock fuel injector keeping up.  Do you think there is a power benefit compared to say one 550 injector?  If the smaller spray out of each injector makes more power it seems like this may be the way to go.  If it's beneficial, I could test it on the dyno when we do our cam test that's coming up.

[EHSRACING]

the builds that we have done have all maxed out a 550 injector (only at the high end 7500 rpm up) being that a 550 has a smaller pattern than the 650-750 the gains may not be quite as subsantail when compared to the bigger inj but im sure it would still be much better. Do you have a billet TB that is cabaple of 2 inj you will need that and an additional fuel rail with pluming to support 2 inj. The smallest builds we have tested it on our a 797 but if you have a well performing 770 i would imagine you are definetly surpassing a single stock inj. The good thing about this setup is you can run 2 smaller amounts of fuel that doesnt put a huge load on a single inj which keeps the smaller patterens and with a change in elevation you could make one change on the controller that would change a blanket value on 1 inj that would effect the whole spary load.

[Troy]

I have a 58 mm throttle body setup for dual injectors now.  I don't know if I have enough motor or not from the sounds of it, it's just a little guy.

[EHSRACING]

do you have a dyno?

[Troy]

no but I do have unlimited access to one.

[Gunz]

Yeah, I'm interested too. I have the WK 54tb on top of 795cc. I have serious cut out in 5th around 7500rpm, have yet to pin down the actual problem, but Im thinking stock injector may be an issue.

[EHSRACING]

yeah probably INJ but you may want to check your tps also.

[Gunz]

yeah probably INJ but you may want to check your tps also.

TPS is on the money .68. Got a guy looking at the map as we speak to see what kind of draw I have on the fuel/inj.

[jwraptor]

Right now I am running a pc3 with a hub so I can have a nitrous map and a motor map.  Would this new FI unit be able to hold two maps or away to hook a hub also?  Can you make small adjustments when you are at the track?

[EHSRACING]

You can make a lot of adjustments at the track, but no it will not handle the preset map setups for a std map/spray map just like the pc3 unless you had the equipment we have here to make them. But the way you would compensate is actually easier than the pc3. Generally when using a dry system and efi you would take a voltage signal and that would be the riching factor (when the nos turns on the controller puts additional fuel because it see a voltage signal from the solinoid).  What it sounds like your trying to do is change maps with no input, so what you would have to do is before the run just simply adjust one of the fuel delivery circuits to compensate more fuel but it would do it the whole time whether you used spray or not (Just like changing a pc3 map without an auxilary voltage input). Then when not using spary adjust it back to std settings. Most people i see use a wet system anyways so it wouldnt effect them because they have pill adjustments.

[DL700]

...... Its very easy to tune at the track or where ever you are for new guys coming into the shop we can have a bike tuned in 3-6 pulls on the dyno where a good pc3 map usually takes 15++ even for the same build.

what happens to the rest of the throttle positions besides WOT and idle? do they not get tuned, or tuned on a slide scale..... say Cruise(20%) or the mid (60%)?

[EHSRACING]

meaing related to a nos setup or std?

if your running a progressive controller then you would need to modify the other parts of the fuel map which is the same process, but who uses 1/2 throttle in a nos enviroment?

as far as general tuning you can tune 20% and 60% once you figure out how the base map actually should work its easy to adjust it everywhere. If you want to pinpoint a certain rpm to modify it at that point then i guess you couldnt do that but as far as needing to do so i dont see why. You just find where the cam would be a full lift or where that certain spot the fuel map jumps and set that as the mid/high handoff.

As far as how our controller works you have 2 inj both fully independent of each other as far as adjustments one sprays a continuos amount of fuel the that is adjustable the other has the full range of adjustments.