Aftermarket FI options for Type 4 motors 2056 or larger, Who here has gone this route and is it worth it? What options do we have? Options

[DRPHIL914]

i started looking into this 2 years ago when i was planning my rebuild motor after the drpped valve seat on the OEM motor.
I ended up building a nice 2056 with increased compression, brand new heads, counter balanced crank and of course the cam is performance minded as well.
to start i installed the d-jet and later last year i added a 50mm bored out stock throttle body from Tangerine/Chris Foley. Yes this helped a great deal, but we are still limited due to the d-jet and the MPS. So there are a few people out there that make ITB( independant throttle body) that could be used.
One is Jenvey, and i see that PMB is carrying those. It looks ike they are mated to what ever IDF intake manifold you choose. there are 40, 45, 48 options. mated with 350cc injectors.
I am wondering other than the CB performance stuff that has been available for a while, others have come to the table, who here has played around with this ? over the years ive read a lot on others using the megasquirt and micro etc and it seemd they were very difficult to tune and set up with lots of problems, trial and error.

I am looking for advice on what to stay away from and what are the pitfalls and mistakes we can avoid before jumping into this.

Look forward to some input, thanks!!

Phil

[GregAmy]

Well, thinking outside the box, there's no reason why you can't build a system that uses Dell or Weber carbs for airflow control with the injectors installed in the manifold. I know I've seen those drilled manifolds somewhere but can't find the link now...

Mario's also got a new source for ITBs - he uses/used CB Performance prior - and I'm actually waiting for a pair of 36s to try on my street car:

https://thedubshop.com/dual-idf-throttle-bo...injectors-vwss/

Just a "play with it" test, as it should be as easy as replacing the induction and using the same fuel and electrical systems. I don't expect any significant power improvements, as I'm not currnetly seeing any significant reduction in MAP (maybe 95kPA?) even at WOT at 5500 RPM redline (point is, I think the stock D-Jet flows "enough" air now.) If found to be reasonably true, then it makes building a D-Jet-based conversion a lot easier, and a lot cheaper.

GA