Fuel Injection Question

I don't know if this topic has came up before, but my bike is a 1982 GPz1100, Canadian Spec, with no US Emission equipment.

Does anybody know if the program in the ECU is the same for all of these, or do the non-emission bikes have a different program/ fuel MAP ?

The ECU's appear to have the same part number, and are about as smart as a 1982 vintage 'Pong' game - Ha Ha -so I upgraded to a 1984 ECU that has the rev-limiter, 'limp mode', and diagnostic light, and I've got an extra rack of the 1984 fuel injectors that I'm deciding whether to carefully put away, or send them off and have them smooth-bored.

Whaddya think - same program for all, or different for US Spec ?

If the same part # all the way down to any letter coding, then they are the same fuel map. The old computers for the fuel system are just an electronic calculator, No changeable programing like a modern one where it can be Flashed for an adjustment.

Agree with Motor Head...same injectors (KZ1000G (maybe H, also) through ZX1100A3) and no difference between Canadian and US mapping...but certainly differences between years/models.

Interesting modification you did using the later electronics...I also picked up a 1983/84 ZX1100 ECU and a set of ZX1100 cams with the eventual goal of converting my 1982 model GPz1100.

I thought about the cams too - but reading the original dyno tests of the '83 GPz, it was up 10hp at 8000 rpm's, but down 8hp at lower ranges, so I decided to get the power a different way - bigger bore, higher compression, and not sacrifice the lower end/mid range.

Right now the 1136cc 10.25:1 engine is about the equal of my '83 GS1100 in the mid-range, but when the needle swings past 7000 rpm it's all over.

I'm still debating about the injectors - and right now I'm going to pull the injectors off, clean and lube the rack, and vacuum-seal it and put it away in case I need it later. I did the same thing with the extra TPS, and extra sensors - Kawasaki doesn't make them anymore, and I don't want to be broken down one day in need of an unobtainable part !

You might want to contact these services to see if they can test your injectors:
Fuel Injection Cleaning/Calibration Services
www.witchhunter.com
www.injectorrx.com/services.html
www.injector-rehab.com/

Thanks Mfolks - I've studied your GPz-related posts more than you know.

The tip on the Honda starter worked out well - you should hear how easy the Honda starter cranks over the bik Kawi -

Nice to know your up grade worked for you, I'd think other big 4 Kawasaki's could benefit from this too.

GPzEric wrote: Thanks Mfolks - I've studied your GPz-related posts more than you know.

The tip on the Honda starter worked out well - you should hear how easy the Honda starter cranks over the bik Kawi -

I actually have many of Mike's posts printed out and velo-bound for reference.

Change to high impedance injectors and you can run a Powercommander 3 just like a modern bike. That way you can adjust the map for different exhaust etc., or even a different engine. And pretty much every dyno operator is familiar with the Dynojet software.

And Pong was released around 1977, I bought one in Japan
In 1982 Atari 800 was available (I bought one of them also).

Lorcan wrote: Change to high impedance injectors and you can run a Powercommander 3 just like a modern bike. That way you can adjust the map for different exhaust etc., or even a different engine. And pretty much every dyno operator is familiar with the Dynojet software.

What injectors? do you have a P/N
sounds like a easy upgrade

I've used RC injectors, 310cc and 370cc, but you can use any high impedance (12-16ohm) injector that physically fits. 310cc is big enough for 200hp, so you might want to go for something a bit smaller and closer to what you already have.