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]

(IMG:style_emoticons/default/beer3.gif) The initial Audi unintended acceleration in the 80s led to brake / shifter interlock switches so that you could not put in Drive unless you 1st had your foot on the brake pedal.

Been there - lived that. Shift cable interlocks and clutch pedal switches suck.

Throttle by wire really came about for the following reasons:

1) Throttle by wire preempts driver control over the throttle blade. Example: when engine is running lean on highway cruise, the driver mashing the pedal to the floor no longer results in the throttle blade going wide open throttle resulting in further leaning out and a stumble and loss of power at the wrong instant. Throttle by wire opens the throttle for the driver in proportion to how quickly EFI can add fuel without resulting in the usual over rich mix that you get during hard accelerations by just dumping in lots of fuel open loop in response to an instant WOT by the driver.

Throttle by wire was a big aid to managing fuel economy, emissions, and catalyst temperatures. It was also very useful to help control what we used to call “Buck & Bobble” on manual transmissions where you get an unwanted feedback loop between an inexperienced drivers throttle control and the vehicle lurching due to poor clutch control.

2) Throttle by wire enables Electronic Stability Control (ESC) that was being mandated by NHTSA and EU on SUVs and high Cg vehicles. There were early attempts at ESC via spark and fuel control to cut and manage engine power but they didn’t have enough fidelity. When a stability control event occurs - stability control takes responsibility for throttle and brake commands. Cutting power too quickly can cause unwanted forward weight transfer leading to vehicle rollover. Too little power cut means the brakes are fighting driven axles.