Stand alone injection? Opinions? For /6 w ITB, help picking EFI system Options

[TorqueJunkie]

I am in the process of rebuilding my 2.4 engine with 2.2S pistons, S cams, and am going to install TWM individual throttle bodies. I am looking around for some fuel and ignition systems for this engine. I have looked at most of the ones out there, but not sure what works best. On some of the other forums, there is a guy running the Megasquirt(latest version) with good results. Another guy is using Electromitive. I have everything except for the control module. What do you guys use on the flat 6 engines? I do not want to spend a ton of money either. I want something reliable. I hated my carbs.

[jpnovak]

Yes, you will need to tap each of the six throats and attach a vacuum line to each. These must then be attached to a large volume vacuum accumulator. The larger the vacuum plenum the better signal damping you will have.

The issue with a high overlap cam is that the reversion pulse at low speed will be quite large. This pressure wave gets sent to the MAP sensor on the ECU and reads as an erratic signal. The new MS codes allow for sampling rate changes such that you sample at a crank position outside the pulse. This essentially puts them out of phase and cleans up the signal. There are many tricks you can play that help tune around the reversion problem with high overlap cams.

If your heads are out getting a rework ask them to drill and tap Head #3 for a Carrera type CHT sensor. This can interface directly to your EFI and will function as a warm-up sensor. The response is much faster for fueling requirements than measuring oil temp. You can also epoxy mount a thermistor in place for the same function.

If you plan correctly and understand what you are doing the EFI conversion is a wonderful thing. I converted my early car from CIS to webers on a 3.0. It is no secret that the webers outperform CIS in every way possible except gas mileage. The jump from webers to ITB-EFI was similar in magnitude as the first induction swap. The key is in the tuning and setup.

Of course, now I have a new motor (3.2SS) that puts out nearly 300HP. I still get almost 24 mpg on highway cruising. Not bad for a psuedo-race motor.

[TorqueJunkie]

Yes, you will need to tap each of the six throats and attach a vacuum line to each. These must then be attached to a large volume vacuum accumulator. The larger the vacuum plenum the better signal damping you will have.

The issue with a high overlap cam is that the reversion pulse at low speed will be quite large. This pressure wave gets sent to the MAP sensor on the ECU and reads as an erratic signal. The new MS codes allow for sampling rate changes such that you sample at a crank position outside the pulse. This essentially puts them out of phase and cleans up the signal. There are many tricks you can play that help tune around the reversion problem with high overlap cams.

If your heads are out getting a rework ask them to drill and tap Head #3 for a Carrera type CHT sensor. This can interface directly to your EFI and will function as a warm-up sensor. The response is much faster for fueling requirements than measuring oil temp. You can also epoxy mount a thermistor in place for the same function.

If you plan correctly and understand what you are doing the EFI conversion is a wonderful thing. I converted my early car from CIS to webers on a 3.0. It is no secret that the webers outperform CIS in every way possible except gas mileage. The jump from webers to ITB-EFI was similar in magnitude as the first induction swap. The key is in the tuning and setup.

Of course, now I have a new motor (3.2SS) that puts out nearly 300HP. I still get almost 24 mpg on highway cruising. Not bad for a psuedo-race motor.

Do you have a part number for that sensor? Carrera style? I will definitely get one and have it cut for it. I want to do it right. Been waiting 10 years, so whats a few more days/months...

930-606-915-00

Link:
http://www.pelicanparts.com/cgi-bin/smart/...20%281984-89%29

this it?