The better atomisation will make the mixture more homogeneous giving you a faster (or more consistent) burn and with that you can reduce ignition advance which means less work done before the piston reaches TDC which means more mpg at part throttle and more power (all things being equal) at WOT.

But back to your X1 issue, although there are corrections for engine temperature and air temperature, the closed loop control at part throttle will correct back to stoichiometric and any errors will be lumped together in the AFV, which is a great measurement to warn of any issues that need further investigation.

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08 Specialized Langster

Yeah, there were issues. Bearing bores too tight were overheating the crank bearings, melting the seal and dumping oil into the primary (and onto the back tire when that was filled up.) The ECM appeared to do what it was supposed to do... protect the engine but trying to cool it with more fuel. That problem was solved with new and properly machined cases.

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Bob Krzeszkiewicz
2012 XR1200X - 2011 Kawasaki Z1000SX - 1999 Buell X1

You guys never piped up on the part number for this injector?

Has it been put into a road going bike since the bench test?

Anyone heard from Mickrick and how his X1 has been getting on with the first Bosch injector?

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Bob Krzeszkiewicz
2012 XR1200X - 2011 Kawasaki Z1000SX - 1999 Buell X1

My X1 runs great Guys. I can't remember how long I've been running them, I think since 2012. I rode the bike from Mallorca to the IOM and back in 2015, never had a hiccup. Pulls like a train, starts on the button, idles nice, and I never had a plug foul. No real tuning, just Forcewinder, APH exhaust with 2 1/2" header. I've never even done a TPS reset, it just seems to sort itself out.
I'm also running a fuel performance pump and pressure regulator, which I put in at the same time as the injectors, as the old one packed up.