Ok two questions on this. Is larry talkin about the dual injection on the 03 cbr's and newer or something else? And I know for a fact that this was not set up for racing, the suspension was all wrong when I got it and the tire was squared off... if anything drag but it hasn't been lowered or streched.
How do you want me to do this from higher gear? No throttle to full... or low throttle to full?
And to Pucky, total rep points cause your totally right. I didn't even think of that cause i'm a tard. And I'll get that EFI synced right propper to whoever advised that.
I'm not talking about dual injectors. Most of the manufacturers have a second set of butterfly plates that you don't control...they are controlled by the ecu. Yamaha even used a set of diaphrams similar to a cv carb with their early fuel injected sport bikes. Of course, now the fly-by-wire on the new R6 gives them ultimate control.
It's basically the same issue found with mechanical slide carbs. If you open the slide (or butterfly on fi) too quickly, the velocity of the intake air drops suddenly and does not properly fill the cylinder. This causes a hesitation or bog until the intake velocity increases. At that point the engine will take off hard.
On the old superbikes, flatslide carbs were used for their power capabilities. However, if you got on the throttle too quickly exiting a corner, the hesitation and then sudden acceleration often translated into a highside. In fact, the first fuel injected GSXR750's and TL1000's were notorious for having a very sensitive throttle (they didn't have a secondary control system) and they were very difficult to tune for the track. IIRC, even Yoshimura Suzuki ran the older bikes with the carbs instead of the fuel injection at first because they were so hard to control.
BTW, I definitely agree that you should have the throttle bodies synchronized and it would probably be a good idea to make sure the TPS is set properly as well.