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

[Superhawk996]

Fair points but let me address throttle by wire.

Drive by wire is but another level of complexity on top of EFI. It was about a decade of the OEMs running conventional cable operated throttles with EFI before they moved to throttle by wire.

The safety implications of moving to throttle by wire are staggering. Every prototype I’ve ever tested in has a huge red emergency stop button that kills all power - just in case anything goes haywire with throttle by wire.

Throttle by wire may seem like the “easy button” but it is anything but easy.

[GregAmy]

The safety implications of moving to throttle by wire are staggering. Every prototype I’ve ever tested in has a huge red emergency stop button that kills all power - just in case anything goes haywire with throttle by wire.

Ditto. I designed and installed an AEM DBW engine management system on our '08 Civic Si race car (using factory DBW components) and I made sure my kill switch is big and read and easily accessible by the monkey.

And while it removes the aggravation of possibly breaking a throttle cable and being stuck (how often does that happen?) it really doesn't offer much advantage*. I would not be comfy doing DBW in my 914. - GA

*I suspect, but certainly cannot prove, that the driving force for throttle DBW came from the mid-80s Audi "runaway" issue, and later a Toyota Camry(?), where drivers were insisting that they were smashing on the brakes but the cars kept going. It was ultimately suspected - but not proven - that the drivers were either actually pushing on the throttle instead, or more likely pushing on both, but not on the brakes as hard as they thought they were.

DBW fixed that: if you're on the throttle and brake for more than "x" seconds, even lightly, the throttle is brought back to idle.

My first experience with that was doing an HPDE in my new '00 Audi S4 while trying to left-foot-brake through the middle of the corner to balance the chassis and keep the turbos spooled; car kept going back to idle. Pissed me off royally... (IMG:style_emoticons/default/biggrin.gif)