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

[jd74914]

(IMG:style_emoticons/default/agree.gif) That stuff really was ahead of it’s time.

That’s before my time-I would have been in elementary school or middle school when people were really playing with socketed EEPROM. (IMG:style_emoticons/default/laugh.gif) First I’d seen if that stuff was when a buddy bought a modded CRX in high school with a newer motor and S300.

[GregAmy]

That’s before my time-I would have been in elementary school or middle school...

All right young-uns, let me tell you how we used to connect to GENie with a device that made enough noise to get your momma's attention as to why you weren't in bed already... (IMG:style_emoticons/default/beerchug.gif)

Definitely "old school". D-Jet (and L-Jet) were so far ahead of their time that full ECU control was, really, still in the future (many don't realize that the mighty 956s Motronic engine management system was a derivative). This came for the fore in the early- to mid-90s with OBD, some systems using pressure (Druck for D-Jet) some using air flow meter (Luft for L-Jet).

Those ECU-controlled cars finally became affordable used cars in the late 90s, and that's when ECU hacking took off. Socketed EEPROMs were the only way to go at the time. You'd find someone to solder in a socket on your board, buy multiple EEPRMs, connect an EEPROM to your computer using an RS232 device, burn the EEPROM. Insert, dyno test. Look at the results, grab another EEPROM to burn with the new tune, swap them, dyno test. Then do it all over again. Tedious.

My first experience with it was in racing with the SR20-equpped Nissan B13s. We weren't even using wideband feedback or data acquisition yet so we'd grab feedback from the driver on where the O2 was down the longest straight and *maybe* take the time to retune the EEPROM, always leaving the weekend's baseline EEPROM off to the side just in case we mucked it up. Even the software was primitive and fidgety to learn. It was right about that time, circa 2005 or so, that guys like CalumSult that tried USB connection and companies like DIYAutotune started offering replacement ECUs (their PnP series) that had USB ports for tuning. Hondata S300. And then eventually wideband feedback, and some times realtime tuning! Life was good.

So I'd really like to meet the guy or gal that did that P06 install into the 914. It was sharp engineering. And I like the way they were thinking! - GA