EFI Fuel Injection Module
Dynobike EFI Management System
Harley Fuel Injection
Dobeck\Techlusion TFI.
Wouldn't it be great if you didn't need a computer or
be electronically minded and you could adjust your injection system to
suit with just one screw driver in a simple format that related to a carburetor.
A format that didn't interfere with the standard computer system
installed
on your bike.
A system that has an idle and low speed circuit (pilot
jet\mixture screw), mid range and throttle response circuit for acceleration
(needle and slide) and a main circuit for wide open throttle and power
(main jet) one that could dial out that annoying backfire when slowing
down and the constant surging when cruising the highway, and that big flat
spot when you get aggressive with the throttle. But most of all have it
all at an affordable price without running the bike on a dyno for 2-3 hours,
putting pressure on your hip pocket to say the least.
Well the good news is you can have it all right now right
here. The person responsible for this technology is Mark Dobeck, founder
of Dynojet. The man behind carburetor jet kits and the designer of Dynojet
dyno’s, setting new standards of measuring and tuning motorcycles around
the world, being adopted by many very successful race teams.
The system uses all the lessons learnt on carburetors,
this knowledge has been adapted to fuel injection in simple to understand
terms for the person who is more apt with tuning carburetors than fuel
injected bikes. And guess what, it works and is affordable
As with carbureted motorcycles its designed around the
principle that the manufacturers have spent a lot of time and money perfecting
the fuel maps which are generally very good. So the only issue is with
ADR compliance and therefore if anything they are prone to be running lean
low down and in the midrange to comply.
Not dangerously so but enough for the rider to notice
an improvement straight away when more fuel is delivered to compensate.
For example in many cases the bike will surge when cruising the highways
and often have a rough idle and harsh feel, sometimes even stalling.
This is because they are lean in this area to meet the
ADR regulations. Making them richer not only gets rid of the hesitation
but makes for a much smoother ride and a noticeable improvement in throttle
response and midrange.
Dobeck has found that in most cases the manufacturer has
got it right when the throttle is 75-100% open and no change in fuel delivery
is required, assuming the bike is still relatively standard. I have personally
found this to be my own experience.
Even the manufacturers are aware of acceleration horse
power which when looked at on a load style dyno shows up as a rich mixture
and tuners will then unknowingly remove it. The bike still runs fine but
won't accelerate as fast and as hard as a result.
Many tuners when using a dyno will select a high gear,
4th being the accepted standard. The only problem with this is that a bike
will accelerate harder in a low gear than in a high gear and the
fuel requirements are different. This system is able to take
that into account and adjust the fuel delivery accordingly.
Yep hard to believe that this can all be had at an affordable
price, fitted by you and tuned with nothing more than one screw driver.
Well I'm here to say “the good old days are back”, I have used it on many
different model bikes from BMW to the latest R1 and can confirm that on
my own bike the difference is real and it does do what the manufacturer
say it will.
Here's an example - Yamaha R1 04 model with a full race exhaust
system and Pipercross air filter. If you look at the graph above, the 2
lines on the bottom third are air fuel ratio measurements. The blue line
is with the Dobeck module set to zero, in other words the map is standard.
The second line is after we have made some adjustments to the Dobeck module.
As you can see we have flattened the fuel curve for a straighter line and
moved the whole map down. We're looking for a number of around 13-13.5:1
air fuel ratio. We are now right in the zone and if you look at the horse
power and torque above it there's also a noticeable improvement. Though
the air fuel line is not perfectly straight its not as important as getting
it in the “zone” as it were. Looking closely at around 7-9000 rpm mark
the flat spot has all but disappeared and we now have a nice smooth lineal
power and torque curve.
Going back to the air fuel curves for a moment you will
see that it's not at 13:1 air fuel ratio all the way across. That fuel
number is only a guide to aim for. We have carried out tests adding and
removing as much as 10% fuel from the entire map and it has made no difference
whatsoever.
The point is, it's in the zone, to keep working at trying
to get a perfectly straight line is not only pointless in terms of
power and riding improvements but also means more wear and tear on your
motorcycle.
On the road there was also a noticeable improvement, the
bike was more responsive going from cruise to aggressive acceleration and
pulled harder. Also the harshness at 7-9000 rpm had disappeared while the
backfire on over run was all but gone.
What's it cost?
Dobeck module Yam R1 $338.00
Supply, fit and tune $265.00
Total outlay $603.00
Optional —
Pipercross air filter $99.00
Or BMC
air filter $143.00
These Dobeck TFI's are available in Melbourne from our online
store
Dobeck Techlusion
Dynobike EFI Management System
R1 Airbox Mod Yields Extra HP |
