What You Need to Know About Fuel Injection Pump

OK you are gunna need a lube probably. If there was gas in the tank when it started sitting that is kind of a problem. Go buy like a gallon of Chevron with techron high octane gas and get a fuel additive i believe you have fuel injection so get one with injector cleaners. Than just let it run awhile if it will stay started your gunna wanna add some of a additive every time you fill up for awhile. But your definitely gunna want a tune up oil change make sure your tranny is ok dont think that is quite a thousand dollars

1. how do you fit bike carbs to a car?

One problem with bike carbs is they do not like lateral G forces. Bikes do not experience sideways forces because they always lean into the corners. Bike carbs are "variable venturi" or "constant velocity". In other words, they have sliders in them to close down the venturi at lower air flow to keep the air velocity high. This was a huge problem in the Formula SAE racing series where colleges would make racing cars using 600cc motorcycle engines. The carburetors would bind up in the corners. Today they use fuel injected engines, so it is not a problem. You would be better off to get some cool vintage dellorto or weber single barrel carbs made for cars. They are also much easier to tune! Or use fuel injection with throttle bodies from motorcycles and an aftermarket engine control module. Good luck!

2. Does a 2003 Honda civic lx have direct fuel-injection?

I dont see why anyone thumb would down, Carman Nguyen, he is absoletuly right. Civic's havent been carburetored since 86-87-ish (in the usa). Yes your civic is fuel injected.

3. What cruiser style bike would you say has the best riding dynamics Harley, Victory or some other manufacturer?

God, opinions anyone? Just take "smoothness" for example: I went shopping and the Suzuki dealer tried to talk me out of the Savage (he had none in stock.) "They vibrate horribly and people trade them back in." My thoughts were "uh, ok, then why do not you have any of these tradeins in stock?" And "It's a bloody THUMPER! It is *suppose* to vibrate!" Well, I got my Savage, and the vibrations are far LESS than what I expected or what I would be willing to accept. IMHO Suzuki did too good on the counterbalancer -- it is too smooth. Let's look at another: technology. YUCK!!! I do not want technology, too much to break. Fuel Injection requires a high pressure fuel pump, computer control, etc.. K.I.S.S. -- Keep It Simple, Stupid! *EVERY* motorcycle is a mix of handling, technology, smoothness, and annoyances -- you need to decide what mix is best suited for you.

4. Which is faster 2 stroke or 4 stroke dirt bike?

A 250 2 stroke would make more horsepower than a 250 4 stroke, but that does not translate into faster lap times. So if you mean in a straight line, the 2 stroke would win with equal riders. On a MX/SX track the 4 stroke would win. Look, there is no law saying racers have to run 250 4 strokes, they can race any bike they want. But yet every half way decent racer in the country is on a 4 stroke. This is no coincidence. MX/SX races are won and lost in the corners and that's where the 4 stroke excels. They just hook up better and corner faster. I can not even remember the last time I saw someone racing a 2 stroke at my local tracks (district 13) except for the mini class. People can talk smack all they want but as they say, the proof is in the pudding. As to proc's remark about fuel injection, 4 strokes were dominating motocross long before fuel injection was introduced.

5. Are there any throttlebodies known to fit as replacement for SU carbs?

Which engine is this planned for? If it is the rover v8, then there is fuel injection already available from the later engines

6. if fuel injection is so great then why do all racing vehicles use a carb?

Carbs are becoming more obsolete every year in almost all forms of racing. As one other answer states, for NASCAR, it's in the rulebook that carbs must be used. As far as ALL top fuel fuel racers using carbs...not even close. More and more are going to injection, simply because it is EASIER to dial in for different tracks and atmospheric conditions....no more mechanical work to change jets by "guesstimations" as to what is needed. With O2 sensors and on-board computers that record what the air fuel ratio is, all you have to do is a few clicks of the mouse to richen or lean the mixture in SPECIFIC rpm vs. throttle postion openings vs. manifold absolute pressure. With injection, you can get max power at EVERY specific rpm and throttle postion...with carbs, all you get in an "across the board" change in low range, mid range and WFO, gaining more somewhere in those ranges will cause a loss in another range. Carbs offer no where the fine tunablity that injection offers. Try tuning a carb on the dyno and find a lean spot of 16.2 a/f ratio between 3200 and 3600rpm that is causing a loss of 6 hp...considering that 3200-3600 is the center of the mid-range where most riding is done, 6hp is a MAJOR loss. If you richen up the pilot jet to compensate for that lean spot, it will richen the entire mixture ffrom say 1800-4500rpm, now you will have to readjust the idle mixture leaner to compensate for more fuel from the pilot jet, also this will richen up the top end circuit which pulls fuel from ALL circuits...now you have a drop in power on the top end that will need to be adjusted by leaning the main jet.........with injection simply richen up the mixture from 3200-3600 until you have a smooth/flat fuel curve with no loss in power. This does not even include even further fine tuning for different throttle position openings and manifold absolute pressure.....something carbs do not even have tuning capabilities for. The benefits of injection are limitless if you know how to use it...PERFECT engine tuning for MAX POWER AND FUEL ECONOMY SIMULTANEOUSLY for EVERY CONDITION, RPM vs. THROTTLE POSITION vs. MANIFOLD ABSLOUTE PRESSURE. I could go on and on...but this gives a good example. I have put identical bikes on the dyno, with the exception of one being carbed and one injected, same motors, cams, heads, pipes, sprocket ratios, etc and gotten more power from the injected bike than the carb with easier tuning and better mileage....you can tune the a/f ratio while still sitting on the bike with it running simply by clicking a mouse.....no getting off the bike, waiting for it to cool down so you can pull the float bowl 4,5 or 6 times for a jet change or needle clip position change, put it back together, warm it up, run it on the dyno again just to find out you have to do it again.....then, after the a/f ratio is dialed in, you start on ignition timing....AGAIN....INFINITE adjustment capabilites in 1/2 degree increments for every 50 rpm for absolute fine tuning.....all while still sitting on the bike. Not only that....I used to live in Phoenix, I know what riders there do...try taking an S&S dialed in for Phoenix up to Flagstaff without fouling a plug or puffing black smoke out the exhaust. Try starting an S&S in 25 degree temps without fouling a plug from the enrichener DUMPING raw fuel down the manifold.....with injection....HIT THE BUTTON, it will do the rest from 25 degrees in Flagstaff at 7000ft elevation all the way down to Phoenix at 1000ft without missing a beat or fouling a plug. Also, not mention forced induction and nitrous installations...take nitrous for instance, with a carb, you have to add a secondary petcock feed to an electric fuel pump and meter the fuel with jets, trial and error until the optimum a/f ratio is achieved...with injection, basically, you simply set-up the computer with a secondary fuel map to turn on when the nitrous system is armed and the throttle hits WFO and thats it.....