KitCarlson EMS Poll, How many should I build ??? Options

[KitCarlson]

Hey,

I know this question has a difficult answer. (IMG:style_emoticons/default/huh.gif) I would like to know a ball park number of EMS units to build in the first release. I need to order the mechanical parts and work with a contract manufacturer for the board build. Setup costs can be a significant cost for small orders. Lead time is also a concern.

Why is this question difficult? You are being asked to suggest to me your potential interest without knowing the exact cost or performance of the system.

The beta test unit is not yet in operation due to Brad's move. It was my hope to have un-biased tests in progress at this time. (IMG:style_emoticons/default/ohmy.gif) I have been working on the system full time since the start in October. The next step is to be production ready.

For those wondering what is the EMS. It is an engine management system that provides direct ignition, fuel, idle, and turbo boost control for VW and Porsche engines. It uses a special optical distributor sensor means to avoid the mechanical difficulties in crank/cam sensors. The ignition timing is electronic. The unit provides an easy upgrade for the D-Jetronic or L-Jetronic systems. The system will be sold turn-key with all parts and harness.
For more information please visit: http://home.mindspring.com/~dave.c/kitcarlson/

Please use a personal message to suggest your interest. I will answer questions you may have.

I really appreciate this BB that works to unite all 914 owners, and a means to conduct this poll.

Kit

[EdwardBlume]

Very interesting thread.

For the non-technical minded, what does the improved firing ranges accomplish? HP? What are some of the side effects? ie heat, wear, etc.

[KitCarlson]

Mark,

The resistor block is required to reduce the current on the low impedance (2.3 ohms) injectors. If the injectors are high impedance (16 ohms) the resistor block was used to help minimize variations of the battery voltage on injector open time. To be sure of the injector impedance, resistance can be measured with an ohm meter. It is also possible to use a driver, signal generator, scope, current shunt, and power supply to measure injector open time. The small change in inductance as the pintle moves can be viewed as a notch in the current waveform.

The KitCarlson EMS measures battery voltage, and compensates the injector time to eliminate variation of fuel delivery. Battery voltage is also a real-time item displayed on the communications interface. A similar compensation is done for the ignition coil charge timing (dwell).

Kit

[KitCarlson]

cavwpguy,
I assume the increased fire range is the in the ignition and fuel control.
For the ignition the coil charge duration should be sufficient to fully charge the coil prior to an ignition event. If the coil is over charged the coil hits saturation, current is limited by resistance in the circuit. Energy is wasted. This occurs at idle and low speed operation. At higher engine speeds the coil is under charged, resulting is less spark energy and potential misfires. The engine variation 900 rpm to 5600, is approximately 6x change in speed (time) however the dwell optimally should be nearly constant. For stock use, conventional systems work, and most do not feel or notice the difference. An 8 cylinder engine has a much greater problen than on a 4. 2x more sparks for same RPM.

On the fuel, for stock applications sufficient fuel exists. For higher HP requirements more fuel is available as required.
Kit

[Dominic]

Here is a reasonable stand alone programmable engine management solution....

http://www.perfectpower.com/products/prs.asp

I'll be installing it on my 914 by the end of the year, but my car will not be in the stock D-jet F.I. configuration. I'm going to run Throttle Bodies and a crank fired ignition.

Just my $.02 on the CB performance TB set-up.....Its Junk, spend your money on a stand alone (programmable) engine management system and some Throttle Bodies from Jenvey or TWM. Trust me, You can thank me later.

[F4i]

Dominic
what are the costs for a setup like this on a 914
Kit
how does your setup compare to this one.

[Mark Henry]

Dominic
what are the costs for a setup like this on a 914
Kit
how does your setup compare to this one.

Dominic, this is Kits thread and he's trying to make the best 914 replacment system available. So you might want to start your own thead, on the costs and merits of the other systems.
I'm not trying to be a dick, just he's putting a lot of effort into making this work.

Dylan, with the install of all the other systems the crank-fire set-up is a total bitch. It took me a weekend to fab mine and I have a fairly complete machine shop. I'm still not 100% happy with it and may do it over.
Any other system, if you don't have a shop, the crank-fire mount WILL cost you extra!
It's custom so most shops will charge you by the hour!

[F4i]

I was mostly wondering for cost comparison. I am most interested in Kits product and I enjoy supporting an entrepenure. You do bring up a good point about the crank fire. Most people are shying away from it. How do you like the sds as I said before the guys shop is a stones throw from my work. I have been there. I ask only because I would like to see the benifit of such a system. Not to steal kits thunder.

[Gary]

Kit,

Depending on the price point, I'll likely be in the market for one for -6 in the next half year or year. I'm gonna get my -6 converted car back in the next couple months. It's currently a carbed 2.7L built closely according to the specs in Bruce Anderson's book: E cams and heads RS P/C's, 8.5:1 CR. Carbed it's supposed to be good for about 210HP. I have a carerra manifold, and am still looking for the TB (seem to be rare as hen's teeth). I was gonna go with a megasquirt, but we'll see if you're ready to go past the -4 in the next several months. I'd even be happy being a test mule. I was a EE in a prior life, as still have some techie skills. Having fuel and spark would be really cool.

Gary