919/929 fuel injector interchangeability
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It depends on the size of the injector bodies but you might be able to swap the intake manifolds as well.
I doubt there's any difficulty with the electronics - injectors are just injectors. The 929/954 throttle bodies have the starter valves actuated by the coolant temp so you'd need to hook the 919's choke lever to actuate them for starting.
Why do you want to make such a swap?
I am wanting to increase the 919's performance. It's small injector body throat size limts upper r.p.m performance. Am going to do larger cams and valves with head porting over time. I knew that either the 929 or the 954 was redesigned from the 919; I just didn't know if 929 parts had been re-designed to the point where things would not fit up to the 919; I know the 929's injector valve body size is 2 - 3 mm larger than the 919. Thanks for the info!
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If you're going to do it, you might as well go with 954 throttle bodies as they're interchangeable but 2mm bigger than the 929's 40mm's. Whatever is involved in fitting the 929 throttle bodies will also accept the 954's.
I _think_ the 954 injectors are bigger than the 929's but I can't say for sure.
You would need to confirm the 919 has the same spacing otherwise you might have to modify stuff to make them fit.
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call me daft, but the 919cc is the last of the carb versions isn't it?! The rr-w and rr-x versions (I had an rr-w 98). As such its not Fi so no injectors. 929, 954 & 1000 are all Fi.
You could fit the Fi gear I suppose but wouldn't you be better off just re-jetting the carbs? My 918 made as much power as my 929 did as stock and that only had a Factory jet kit (stage 1) and different can on it. With a better set up you could easiely get more.
Fitting the FI would mean changing the whole wiring loom, tank as well for the fuel injection pump, which sound a lot of work and you would need a custom fuel map in a PC to get the fueling near right.
You could fit the Fi gear I suppose but wouldn't you be better off just re-jetting the carbs? My 918 made as much power as my 929 did as stock and that only had a Factory jet kit (stage 1) and different can on it. With a better set up you could easiely get more.
Fitting the FI would mean changing the whole wiring loom, tank as well for the fuel injection pump, which sound a lot of work and you would need a custom fuel map in a PC to get the fueling near right.
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The 918 was the last carbed Blade engine but he's talking about the 919 Hornet which as far as I know are all injected.
Thanks to all who answered! From what I can find out, the 929 is a re-designed motor from the 919, which is based on the 900rr. So I guess it's just a matter of see-and-compare as far as the injector bodies go. I thought about extrude-honing the 919's injector and using 929 throttle shafts and butterflies, but that could get rediculously expensive real quick, even if the parts fit. Probably best to somehow adapt the 929 or 954 injector body and use the 919 sensors. I'm thinking of the 929 because the 954's injectors might be too big for a small motor like the 919.
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Yes, the 919 is essentially the same as the '96-'99 Blade engine and very similar to the '92-'95 Blade engine but very different to the later engines.
35cc difference in capacity is not going to make much difference to the size of the throttle bodies or injectors.
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Ah I see, sorry. I'll get my coat..............
In which case probalby a PC, cat, filter might be the best, or cheapest, way forward and help it breath/fuel better.
In which case probalby a PC, cat, filter might be the best, or cheapest, way forward and help it breath/fuel better.
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Cat?
I probably wouldn't bother too much with the throttle bodies unless you've already got a full exhaust system, at least not if there's work involved in making them fit. If it can't breathe you probably won't see the best out of the bigger throttle bodies and injectors.
Well,the bike already has a PC III, DNA filter with modified intake box port, and a true 4-into-2 exhaust. The cans will soom be MIVV X-cones. The head will be going to a shop like FPS for full porting and larger valves. A custom cam and springs from Megacycle or Web is in the works, and maybe a turbo system from WAVE Engineering. I love this bike, and want something different from the same old, same old (I used to own a Vmax!).
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If you want topend power (it sounds like you do if you're going with bigger valves and throttle bodies) you'd do better with a 4-2-1 system which will also be several kilograms lighter.
Thanks, Bladeracer! I appreciate your input, and will surely consider it. Even though the 919 has cast pistons, I understand that they're good for another 1k-1.5k r.p.m.s over the factory-recommended redline (with a tweek to the stock rev limiter) for short bursts, anyway, which is all I plan to do.
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I wouldn't raise the rev limit anyway.
It certainly isn't necessary to get power out of it.
Unless you're aiming at some specific goal I'd work to peak power 500RPM short of redline for longevity or daily use.
I would think cams and ECU would be the big peak power blocks in the 919 as I think the 919 is designed for midrange instead of topend. A PC should rectify any fueling deficiencies though so you shouldn't have to replace the ECU.
Have you looked at whether the Blackbird engine is a simple swap?
It's a much heavier engine but would be a much cheaper and stronger base to get big power from.
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I just checked and the Hornet redlines at 9500RPM compared to the late 900RR at 11,000RPM - which is significant.
I'd be looking right through the engine from the crank up if I planned to push redline up that high. How do the rods compare to the 900RR's?
I'd be looking right through the engine from the crank up if I planned to push redline up that high. How do the rods compare to the 900RR's?
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sorry Bladeracer, cat= can, as in exhaust can. my typing.
Sound like you are doing a LOT of work there Tarenson to get a more power from the 919 motor - ever thought of just buying a 929 or 954 'Blade?!?! :lol:
Sound like you are doing a LOT of work there Tarenson to get a more power from the 919 motor - ever thought of just buying a 929 or 954 'Blade?!?! :lol:
Thanks guys, for the feedback. Yes, it's going to be a lot of work, but I'm an old hot rodder; I've had several drag cars (big block Chevy spoken here!), and I always like to toy with motors. I've thought about an engine swap, but adapting or changing the electronics has me hesitating (when I rodded my old Vmax, it was relatively simple). The 919 rods are supposed to be the same as the 900, and I can get forged pistons, either standard bore or big bore. Anyway, I'm going to do something to it beyond exhaust, air filter, PC whatever, etc. Just can't help myself!
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I'm the same. It's not possible to build an engine to stock specs
If the parts are compatible I'd suggest putting in late 900RR rods, pistons, cams, crank and the head if it's better. Then it should rev quite safely to 11500RPM.
It may just be easier and cheaper to put a '98/'99 900RR engine in though. Then you can put the original back in if you decide to sell it in the future.
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Ah - the old Because it's there and Because I can! Love it!! :thumb: :clap:
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