KitCarlson looking for Beta Tester, KitCarlson EMS nears Beta Release Options

[KitCarlson]

EMS development has gone well. The D-Jet replacement with DIS ignition is a success, very pleased with how well it drives and the ease of setting it up. Now a second opinion is required to gain additional field experience.

One unit will be given away in return for testing the unit, and providing feedback in a timely manner.

This first candidate must have the following qualifications and equipment:

1. Experience in using RS232 terminal program (Hyperterm is an example) on a portable PC.

2. A donor car, Porsche or VW with 1.6L, 1.7L or 2.0L D-jet system, due for replacement. Fuel system and engine should be in good working order.

3. Electrical and mechanical skills: capable of replacing a distributor and TPS, mounting coil and unit, setting dead timing also following a wiring diagram.

4. Engine tuning experience. Basic trouble shooting skills. Experience with multimeter.

5. The ability to work and resolve issues if they arise using e-mail.

6. The time to do it! If everything is ready, a few hours for install.

Beta testing will begin in about two months (after holidays).

"There can only be one!" (Highlander)

If interested please send to me offline in 500 words or less, enough to convince me you are the one.

Please no hard feelings, if you are not chosen at this time.

KitCarlson (IMG:style_emoticons/default/laugh.gif)
Please visit: http://home.mindspring.com/~dave.c/kitcarlson/

[KitCarlson]

Charles,
No dyno other than seat of the pants yet. Throttle response is terrific, drivability excellent cold and through warm-up, just like a new efi car. Idle is very strong, pulls like a tractor. I do not expect significant gains, just better tuning, picking up a few to several HP, in weak spots of carbs or on modified engines with stock D-jet. After driving the car for a few days under varying conditions, I am very satisfied. Finding places for improvement is difficult. May go north to find some colder weather this winter.

Seat of the pants fuel calibration worked, test drives afterward with 5-gas very good, surprised me. Typically 12:1 under acceleration, 15:1 under light cruise. Head temperature in lower valve compartment corner ~94C and very stable +- a only few degrees. The basic fuel calculation based on RPM,MAP, VE, and intake temperature seems very good. All operation is open loop at the moment. I need to change to a header to place the O2 sensor.

This may sound funny, I think I have an Angel that knows EFI at my shoulder. An engineer typically depends on all sorts of instrumentation for decision making. Intuition is the winner here. Guesses for enrichment values, prime pulses, and control strategy have been very lucky!

I found that air intake temperature at manifold was high (57C), and relocated with a short hose, lowered temperature by 15 degrees C. It is nice to have all the diagnostic information available. Cool => higher air density => more power. I think it is possible to make it lower with insulation from engine.

I am locating parts for a home built dyno using hydraulics. I expect only crude HP readings based on calculations involving pressure and GPM flow. Main interest now is load device.

Hope someday to work with Jake Raby on one of his Massive engines on a real dyno. (IMG:style_emoticons/default/laugh.gif)

KitCarlson Please Visit: http://home.mindspring.com/~dave.c/kitcarlson/