I'm starting to write a shopping list for converting my 919 blade to fuel injection. The intention is to turbo the engine as a second stage later on.

Before I even start, I have been trying to research the limitations of my setup.

Is my live axle F27 going to be capable of handling 200hp of turbo blade engine (whether I can handle it is another question!)

Ultimately, I would love IRS (I build a Westfield SEi previously and know the ins/outs of live v IRS), but I love the predictive handing of my 27, and love the chassis.


My list is as follows for parts:


Set of 954 throttle bodies, complete with injectors, injector loom & TPS.

Inlet manifold - Self fab job to mate throttle bodies to 919 block.

Return fuel line to tank.

Fuel injection spec fuel pump.

Plenum chamber of some sort with air filter to suit. (maybe fit for future turbo install)

Megasquirt ECU to run it all, then learn to map it??


What else do I need or is that about it?

Chris

You will need the carb rubbers for the engine and the Throttle body rubbers as the spacing is different, apart from that your list looks complete.

I run the blade sparks and just squirt

Thanks Mark, I never thought about the throttle body rubbers, will add it to my list. I never thought about leaving the stock ignition control and just controlling the fuel with a megasquirt, even easier! Will start buying some bits and pieces to get started!!!

[Edited on 22/10/12 by Proby]

When you want a map ping me, keep under 8psi and do not touch the engine, just optimax required.

Thanks Mark, what do you reckon for the turbo? I can get my hands on a TD04 from a UK spec impreza? Should be comfortable at 7/8 psi?

Right, after some more part searching, anyone know the difference between 929 and 954 throttle bodies?? Are there any advantages of using one over the other??

Thanks again!

Mine has 954 tb's because they were cheap on eBay, the injectors are good to 200bhp as that what mine makes so extra savings.

Cannot comment on the 929's they may be the same thing, they may have the same injectors.

NB/ I run mine upside down to keep things under the bonnet, does not seem to affect anything.

Missed out on some 954's for £35 earlier in week. I want to get hold of some this week so I can start fabricating an inlet.

Ok, I'm slowly making progress on this, thought I'd post it on this thread to try and keep it all together.

I'm planning my fuel setup. I'm going to use the current low pressure bike pump to feed a swirl pot, and then a high pressure inline pump to feed my throttle bodies.

The question is, do I put my swirl pot at the rear above the fuel tank or squeeze it in the engine bay? Does it really matter? Looked at a few setups on other (non 7) cars and all seem to vary.

From what I have seen, people do either one or the other.

I am converting my 1998 ZX9r to megasquirt injection and ignition in preparation for turbo. Do you have a suitable trigger wheel on your crank for the megasquirt? or are you going to feed it off an ignition coil?

If you have any questions about the process of converting to injection and turbo charging feel free to ask, I have been doing a monumental amount of reading on megasquirt and turbo bike engines

Dave

Mine keeps the bikes ignition system complete, I take the rpm from the bikes ECU to trigger megasquirt.

I tried taking from the coils, was unreliable and had to play about with the 'dave' resistor from memory.

[Edited on 25/3/13 by mark chandler]

Thanks, as Mark did (I'm copying his throttle body set up!) I plan on keeping the stock Honda ignition, controlled from ECU pulse, and just use the megasquirt for fuel. The swirl pot might be going above the back axle on top of the fuel tank then, bit more room!

[Edited on 25/3/13 by Proby]

Hi, I am new to the forum and planning my first BEC kit build. I am looking at carbed engine to start with due to cost reasons. Just wondering how your carbed blade was for you, as I am looking at different engine options and not sure which way to go at the moment. Thanks.

Hi,
My carbed blade engine is great, I also built a Westfield few years back with a carbed blade. Engines are bullet proof if looked after, and great value for money. Compared to today's super bike engines they are a bit low on power (125 ish bhp), but coupled with a light kit, perform very well.

Carbed blade is still a quick car, better on short tracks and will hit 125mph.

Just pay attention to car weight, small and light so original locost not Haynes IMHO.

Blade is also well geared for a BEC install so a 3.65 diff on 185/60/13 will see top mph at peak rpm

Sounds good, I am going to start looking around for engines and see what I can find.