A freestyle ski with FI will have the most difficult time realizing an improvement over carbs. This is because the part throttle range has to be overly rich before the throttle is snapped open in order to have best response. Why try to perfectly control the mixture when it has to be wrong to begin with? Another problem comes to mind, who is going to tune the computer in a world where very few can even tune carbs?
Other Fuel injection discussion
- Thread starter Kawikazi
- Start date
waxhead
wannabe backflipper
- Location
- gold coast
This man speaks the truth
IRS had a complete kit for watercraft in the early 90's I sort of remember it being 2000. 00 Back then you could buy a lot for 2 grand. PJS had few units made with mostly accel components from what I remember. It is a mystery why PJS did not follow the EFI onto to the 750's. I would say cost and available market (customers) or maybe Jammer didn't need it.
Right now it seems like carbs are easy to keep going and never really have a very expensive repair part like the ecu. Most backyard mechanics can still rebuild carbs and keep their boats going. The market is not big enough to justify investing money and time. interest in new products does not always mean the products will sell. In my opinion it is best to invest the money in bigger engines than to invest it on fancy electronics besides big engines only make carbs work even better. If you have a huge engine putting fuel injection with say two 50 mm throttle bodies just might make it too hard to control.
If carbs worked for prostock and nascar for so many years then it should be fine for recreational weekend backflipping.
Right now it seems like carbs are easy to keep going and never really have a very expensive repair part like the ecu. Most backyard mechanics can still rebuild carbs and keep their boats going. The market is not big enough to justify investing money and time. interest in new products does not always mean the products will sell. In my opinion it is best to invest the money in bigger engines than to invest it on fancy electronics besides big engines only make carbs work even better. If you have a huge engine putting fuel injection with say two 50 mm throttle bodies just might make it too hard to control.
If carbs worked for prostock and nascar for so many years then it should be fine for recreational weekend backflipping.
waxhead
wannabe backflipper
- Location
- gold coast
I have a complete irs kit in the garage but I dont have the software to talk to the ecu
- Location
- South Africa
That can be mapped in with throttle position and rpm sensors. I think our revs are so low that we will not see the improvement that an engine that revs to 12500rpm or more would see
- Location
- Fort Sask, AB
The EFI sleds out there peak at a usable 8100 RPM and the systems in them work well enough compared to carb systems. The real benefit of altitude (barometric pressure) and temperature compensation from these systems I think would be lost on all but Lee Stone (10' backies lol), we just don't see the elevation changes during riding, just from spot to spot. These systems are also made to work at WOT situations but do offer improved throttle response, less fuel consumption throughout the RPM range.
It would be nice to allow the EFI and the ECU to talk to build custom timing/fuel delivery maps.
Hey without innovations and forward thinking we'd all still be on JS400's.. :wiggle:
Last edited:
Tanman
Jus' keep er' pinned
- Location
- Ketchikan Alaska
I am a big sled guy, working on Polaris Cleanfire CFI's for a living I can relate to problems and benefits of EFI. When done properly it makes a two-stroke more reliable, easy starting, clean running, ect. Not sure I want it in my skis but deffinately in my sleds. Like stated above, elevation change is huge in snowmobiling and is most easily controlled with barometric pressure sensors to compensate for altitude.
A big thing I would like to point out going back to the batteryless EFI system thing. An EFI system needing constant power from the battery is a B word. WHEN the battery goes dead you will have no way to jump it real quick and take off to charge it. The battery won't have the supply and the ski will just die everytime you tried to take off. I have seen it with ATV's. Harleys, ect. Having a stator that can supply the power for an EFI and Magneto system would be most ideal, like most snowmobiles have. The electric start can be its own baby but still be charged by the stator.
Our sport of jetskiiing doesn't have the corporate money like snowmobiling does or like many other sports. So some rednecks like us are gonna have to make it happen. or get involved with knowledgable engine guys like Chuckie at X-Scream or Art at Jetworks and start putting the R&D into it
A big thing I would like to point out going back to the batteryless EFI system thing. An EFI system needing constant power from the battery is a B word. WHEN the battery goes dead you will have no way to jump it real quick and take off to charge it. The battery won't have the supply and the ski will just die everytime you tried to take off. I have seen it with ATV's. Harleys, ect. Having a stator that can supply the power for an EFI and Magneto system would be most ideal, like most snowmobiles have. The electric start can be its own baby but still be charged by the stator.
Our sport of jetskiiing doesn't have the corporate money like snowmobiling does or like many other sports. So some rednecks like us are gonna have to make it happen. or get involved with knowledgable engine guys like Chuckie at X-Scream or Art at Jetworks and start putting the R&D into it
So I talked with some guys at Motec and they said they had nothing for the two stroke but they could put together the correct package for an efi. They said it would roughly run about $4-6k and I would still have to fab my own intake manifold. I figured it would be in the thousands but what a buzz kill.