I'm still doing my homework for my V8 conversion and now I'm looking into fuel injection and ignition solutions. My main concerns are performance (more efficiency than horsepower) and space. I like the idea of being able to 'tune' the injection system to for optimal performance over all rev ranges and it seems that it is possible to do the same with the aftermarket distributorless or crankfire ignitions as well. What I haven't seen yet is a fully integrated system where one controller (computer) controls both systems and optimizes them to work together.
Also, it seems that if you could do away with the distributor you could solve the clearance issue with the rear trunk. I can't seem to find any pictures of a set-up to see how a DIS looks and how much space it takes up. Does anyone have any experience or know-how in these areas?
Megasquirt with EDIS (so-called MSnS) will also work, for about 10% of the price of an Electromotive system. Lots more DIY.
SDS will also work, for about 50% of the Electromotive price.
Take a look at the Emerald M3D system. It will handle the complete engine management and it's programed with a laptop.
www.emeraldperformance.com
Answering your specific DIS questions:
You can get rid of the distributor, but you will need a trigger wheel on the crankshaft to fire the ignition. This usually spaces the crank pulley out a bit, and there's not a lot of room to do that, either. Which crank wheel you need depends on the system you use. Electromotive requires a 60-2 toothed wheel (60 evenly spaced teeth with two missing), where EDIS uses a 36-1 wheel. SDS and Perfect Power use magnets attached to the crank pulley, five in the case of a V8 (one for TDC on each cylinder pair, with a 5th for 40 degrees prior to TDC on cylinder 1), which can take up less space that a trigger wheel.
If you can fit the trigger, then the rest is fairly easy. There will be a four coil pack, each coil firing two cylinders. These coil packs are not all that large, and can be mounted off to the side or on the firewall, so there shouldn't be any clearance problems with it.
Mounting the ECU itself is another thing to consider. Megasquirt and SDS aren't waterproof, and generally can't take engine bay heat, so you usually have to mount them in the cabin. On the firewall behind the passenger seat is a common option. You'll need to run a sizeable wiring harness through the firewall to do this. The stock wiring harness hole is actually pretty large, so the wires should fit, but you'll need to do your own custom sealing, since the stock rubber tube won't accomodate the extra wires for the ECU.
Haltech!!!
not that Im biased or anything
Which software release are you playing with?
HalwinX has 3D maps etc.. full "graphical interface" but thats kinda bling. The DOS software is easy and intuitive.. it shows exactly where the engine is operating, so you just tune the load site in question.
What I haven't seen yet is a fully integrated system where one controller (computer) controls both systems and optimizes them to work together
Dont take this in the wrong way, but there are many EFI systems that combine fuel and spark control.. from EFI Technologies, Pechtel, Motec, Marelli (World Class) to the Autronic, Haltech, Electromotive level of refinement.Then there is entry level stuff SDS, and DIY Megasquirt.. AEM ..its hard to keep up
Electromotive makes a very nice system now..years ago with the TEC-1/2 etc the software was byzantine, the build quality was an issue.. The TEC-3 is a horse of a different color.. easy software, and reliable hardware..
There are many systems that can control your engine. You just need to weed through them all and sort by features/cost etc..
I love this place! Post a question, go play a round of golf and come back to a bunch of good answers. Thanks for all the information. Now that I've got some places to look, I can dig a little deeper and find what will work best for me.
Greetings Doug:
It all comes down to the $$$; trust things are going well; and will you be on the road this summer ?? Hopefully you are using the conversion pieces I sold you last year. BTW if you decide to run no distributor and need a gear drive unit for the oil pump, I just happen to have one left from my LT1 V8 conversion. Since I decided to engineer backwards ten years, I installed a distributor and currently running a carb. thus the little gear drive is available if interested. All the Best !
Allan
PS. The boxster tranny is very smooth and shifts like a dream !
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