Fuel system hardware Click on an image to go to that product.  VariReg             TwinJet

VariReg fuel pressure regulators at a VERY SPECIAL price of AUD $250 retail for all VariRegs. This price is $125 lower than our previous distributor for just the VariReg alone.  Compare prices. Multi-purpose model to suit any EFI vehicle, including cars or specific units to suit Ducati 748-916-996-900ss-Monster, EFI Triumphs & EFI Harley Davidson® The VariReg will allow an increase of the fuel pressure available to the fuel injectors, thus allowing more fuel flow for the same injector "open" time. Changes to the overall fuel mixture may be made without resorting to remapping of the computer. Multi Fit VariReg.     The MultiFit VariReg is simply the Ducati VariReg clipped into a universal 8mm barbed adapter. This unit will fit ANY fuel injected vehicle and can vary the fuel pressure from 300 kPa right up to 540 kPa. Ducati part # EDU001 The VariReg is an  ideal fix for the Ducati 916 top end leanout problem, where the single injectors are not large enough to deliver the required quantity of fuel in the time available. The pumping capacity of the 749 / 916 pump allows a maximum safe fuel pressure of approximately 420 kPa, so if yours is an high output powerplant (120 Hp+), then you should consider the extra fuel flow afforded by the TwinJet conversion.  Warning   Do NOT attempt to use fuel pressures above 450 kPa while using the standard 748 / 916 fuel pump. Pump temperatures rise to dangerously high levels.  If you have the Corsa type fuel pump, then pressures up to 540 kPa are possible using the Ducati VariReg. A Corsa fuel regulator at half the price, and it's VARIABLE!.   VariReg EHD001 for Harley Davidson ®   Designed to fit FLTR/FLH/FLHT/FLHR EFI models 1995-2001, 1340/1450 cc. Note: The VariReg is not designed to fit the later Softail and 2001 onwards systems where the fuel regulator is inside the petrol tank. The VariReg can be thought of as a revelation when you fit one to a Harley - it increases overall performance, eliminates all traces of lean "pinging", and allows an increase in fuel through the injectors by up to 17%. The VariReg works by increasing the fuel pressure available at the injectors, enabling higher fuel flow and therefore richening mixtures. Increased fuel pressure also creates better fuel atomisation, which gives more efficient combustion.  As if that wasn't enough, you can even tune your bike to use standard unleaded petrol, where premium is unavailable of course, with only a change of spark plugs! Note: Standard ULP is 91 RON in Australia; US 88 Octane (RON + MON/2).  A VariReg will improve and further enhancing your tuning options on: Bikes fitted with aftermarket mufflers and/or a K&N high flow replacement air filter Bikes fitted with performance mufflers together with a Screamin' Eagle High Flow Air Filter kit (available from Harley-Davidson) Bikes fitted with a Screamin' Eagle Stage 1 or Stage 2 kit. In this situation, the VariReg will produce a smoother, more efficient engine performance and eliminate any pinging in extremely hot weather Stock bikes. In this situation, you will see the most improvement in performance. The VariReg fits in the stock location and replaces the stock fuel pressure regulator.      VariReg. EDU001  Ducati Price VariReg. EHD001 Harley Davidson ™ Price

    

 

"Twin Jet" Dual injector conversion

 

How do we do it ? Housings, specially manufactured to accommodate the second injector are bonded to the outside diameter of the standard throttle bodies.  Piggy back wiring loom links the new secondary injector into the existing injector wiring loom, and the fuel hoses connected into the existing plumbing via stainless steel couplings. Epicycle can even modify your standard  single or twin injector 50mm throttles into 54mm units for even more power, just like Factory Corsas. See the difference on the Performance Chart. There you have it, SP or  Corsa throttles for half the price!    For the technically minded: Put simply, an injector is no more than an ON/OFF solenoid valve controlled by the engines computer. It is capable of only two positions, either fully OPEN or fully CLOSED. The more fuel required by the engine, the longer the injector is in the open position.  At low RPM / low load situations, the period of time available between engine cycles in which to inject the fuel is proportionately large but the amount of fuel required is very small. Therefore the injector in ON for a SHORT PERIOD and OFF for a LONG PERIOD.(Low Duty Cycle).    As engine revs rise, the period of time between cycles decreases, but similarly the amount of fuel required (injector on time) increases. If the injector happens to be too small for the task, then there comes a point when the injector on time matches the   available time between engine cycles, and the injector stays in the open position. This is known as the point of Maximum Duty Cycle. Above this point the injector is no longer capable of supplying the engine with the correct quantity of fuel and the engine experiences a potentially dangerous LEAN condition.  As revs rise beyond this Maximum Duty Cycle point, things can only get worse. As we stated earlier, an injector is merely an on/off solenoid valve controlled by the ECU. As with any electro-mechanical device, there is a time lag between receiving the start of the on pulse to when the valve opens & fuel actually begins to flow. This period is normally termed the injector dead time, and varies with differing injector types. Ducati typically use 16 ohm units which have a fairly long dead time, typically 1 - 1.1 mS (milliseconds). 1 millisecond being one thousandth of 1 second. This injector dead time needs to be added to the actual time pulse reqiured by the injector to flow the required quantity of fuel.   Let's look at the chart below to help us understand a little clearer. Row 1: Engine RPM   Row 2:  (Avail mS).The time available between cycles (2 crankshaft revolutions) for  the injectors to supply fuel to the engine.    Row 3:  (Map mS) The  injector on time displayed on the fuel map   Row 4  & 5 : (Actual mS)The actual time required by the injector to flow the required  quantity of fuel.This is the Map value + the injector dead time + any environmental  corrections applied by the ECU. ie Air temp, Barometric, etc.

R.P.M	4000	5000	6000	7000	8000	9000	10000	11000	12000
Avail. mS	30.0	24.0	20.0	17.1	15.0	13.3	12.0	10.9	10.0
Map mS   916 Monoposto + Termi's	9.7	9.6	10.6	11.5	11.6	11.8	11.1	10.4	rev limiter
Actual mS 916 Monoposto +Termi's	11.1	11.0	12.0	12.9	13.1	13.4 +1%	12.5 +4%	11.8 +8%	rev limiter
Actual mS 916 SP Spec.single injector	12.4	10.5	14.0	14.1	17.1 +14%	15.6 +17%	14.2 +18%	16.6 +52%	16.5 +65%

As can be seen from the chart  (indicated by the yellow markers)   the 916 Strada's Actual mS exceeds the Available mS  by 1% at  9000 RPM & 8% at 11000 RPM.  The 916 SP spec engine Actual mS exceeds the Available mS by 14% at 8000 and by a massive 65% at 12000. At 12000 RPM the engine would be receiving about 60% of the required quantity of fuel. Examine any 888 or 916 Strada dyno chart and chances are you will find the power starting to drop off at about 8500-9500 RPM. Surprise, surprise - the point of Maximum Duty Cycle. Big cylinders, cams, big valves or pipes increase the quantity of air consumed by an engine only serving to worsen the situation.  t's for this reason we developed the "Twin Jet " Dual Injector conversion. MORE AIR needs MORE FUEL which means MORE POWER. Another interesting point to keep in mind is the way in which different ECU's apply trims to their fuel  values.As an example, let's assume you have just fitted a set of twin injector throttle bodies to your 916,  both injectors are the same flow rate, the engine is running, and the injector pulse width (on time) happens to be exactly 10 mS. Because you have doubled the number of injectors, you would now need a pulse width 50% of the previous amount - 5 mS.  Right?  Wrong! Remember, an injector  flows fuel only whilst it is in the open position (Active pulse width). That is, the Actual pulse width less the injector dead time  10mS -1mS = 9 mS. Halve that and you're left with 4.5 mS, then add back on the dead time. So 50% of 10mS is 5.5 mS, not 5 mS as you would have thought. The EM4 calculates any trim values applied to the fuel map in this  way, unlike the Weber that applies the trim directly to the Actual mS and not just the active part of the fuel pulse. Do the above calculation over a wide range of pulse widths and you get very different results. Row 1: Sample Actual pulse in mS prior to trimming. Row 2: EM4    Actual pulse after trimming minus 50%. Row 3: Weber Actual pulse after trimming minus 50%. Row 4: Weber Actual pulse after trimming minus 46% % values represent the percentage of the Sample pulse.

Sample	2mS	4mS	6mS	8mS	10mS	12mS
EM4   -50%	1.5mS  75%	2.5mS 62%	3.5mS 58%	4.5mS 56%	5.5mS 55%	6.5mS 54%
Weber  -50%	1mS   50%	2mS   50%	3mS  50%	4mS   50%	5mS  50%	6mS   50%
Weber  -46%	1.1mS 46%	2.16mS 46%	3.2mS 46%	4.3mS 46%	5.4mS 46%	6.5mS 46%

 

 

If you  trim  your Weber  - 46 %  you would get the same fuel value as the EM4 at 12 mS but a very different value at 2 mS - 35 % difference! With the EM4 you can add injectors or increase the fuel pressure, and a simple overall trim is all you require. No expensive dyno tuning.

 

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