Build details:
The plan was to install the electrics and get megasquirt up and running at the same time as my existing setup to ensure it worked and didn't have any resets, then wait a week then change from carbs to EFI the next weekend then tune the weekend after that. I had been given permission from the missus to work on the car on Saturdays as sundays are for house/garden things (:roll: ) as I'm spending a lot of time in Manchester again so need to spend time with the missus doing things she wants.
We started the conversion on Saturday the 12th at 9:30AM and by 7-8PM had checked out what we thought we needed in addition eg fuel hose clips, fuel hose etc. We installed the Megasquirt after I'd drilled a hole in my transmission tunnel and Tim had soldered up the cables that had been cut when the system was removed from the last car it was installed in. We put the WB02 sensor in and Tim cleverly put the LED and configuration button for this on my fuse box in the engine bay. We put in a relay and at the end of the day had the system managing the fuel pumps power.
Tim Soldering:
WB02 sensor bits in engine bay
WB02 Sensor in exhaust (only right hand side shown)
On Saturday the 19th the plan was to remove the carbs, replace the black engine shroud with a green one as I have an E engine then install the CIS inlets and a high pressure fuel pump. So much easier said than done. The Fuel pump was a sod and Tim lost some skin off his knuckles getting the new one in as it turns out the hose we were trying to use was the wrong size but you can't tell that in the enclosed space its in. I struggled removing a couple of inlet manifold studs but a minute or so with a hot air gun soon loosened them up enough to get them out. I was running around buying more fuel pipe and fuel clamps (I counted 7 packets of various sizes when I tidied up tha garage). We fitted the Green shroud and test fitted the spacers Jamie had made. they fitted but were designed for a T head and my head has bungs in it where the MFI pipes went into which stood proud. Jamies spacers were then filed to suit this new profile. We had to make another hole in the tinware as the position for the accellerator rod is in a different place on the CIS kit. We were paranoid about putting kitchen towel down the openings when we removed the carbs as we know the consequences aren't good. We were tired when we finally finished at 9PM but had got it all built up and looking good. We turned the ignition to the second position a couple of times to prime the system with fuel with a view to starting the engine but the fuel filter in the engine bay was leaking like a seive as it is designed for low not high pressure. We called it a day then.
Naked engine
Hole in tinware and CIs throttle cable/mount
Paritally completed build
Completed build without air filter and with standard fuel filter.
I got special permission from the missus to go to a motor factors on the sunday to purchase a high pressure fuel filter suitable for a 1973 2.4 EFI motor. I ended up with a massive one and hoped it would work. It was for 2.5L turbocharged petrol engines so I thought it sounded right as they should have more power and drink more fuel than mine. Didn't have permission to fit it though as sunday is a gardening day. Frustrated as so close but so far. Was in Manchester again for the first few days of the week. Fitted the fuel filter last wednesday night. Tried to start it but it wouldn't catch. Tim came over on the Friday night and we got it started. Sounded like a bag of nails. Wouldn't idle and was seriously lumpy. We were both concerned as the engine wasn't this way on carbs so what had changed? (other than the obvious). We noticed that one of the CIS inlet manifolds was hot and the others were cool. This is not a good sign. We took the manifold off and found, yes you guessed it, a bolt rattling around in there. We had been so paranoid too as we know the consequences of stuff like this. We removed it with a magnet sellotaped to a stick (I have a high tech arage and modern tools) and started it up again. Night and day, sounded like it was on carbs not with a bolt in it. We then let it warm up and then hit the road to tune it. I drove and Tim tuned. He warned me it wouldn't be like driving it previously and may be on kangaroo juice. He was wrong. It was slightly out but within an hour and a half it was running better than ever before and I was as previously noted grinning like an idiot. It isn't fully mapped yet but is soo close so I'm not going to bother before CLM. We planned on using this last saturday to tune it but didn't and tuned Tims instead. We fitted the air filter on mine and closed the stuck heater pipe that was filling the cabin with heat from the engine which is unnecessary in this weather.
Things you don't want to find in your engine:
I think there are literaly a couple of things to do to finish it; put the cover back on the steering rack, refit the fuel pump mount and fit the rear passenger carpet. Shouldn't take more than an hour or so.
Hope this is of interest to others. I need to get the car to Bob watsons to see what bhp I'm getting now to compare to my other charts.
Cheers
James
1979 SC Targa - Long term project - in storage - purchased 10/16 - last looked at it in 08/18..
Fascinated with 911 seats and induction systems!
Previously
1973 911T in Gulf Blue (with 2.4E ITB's, EFI and EDIS) - from 07 till 16. Sorely missed.
Overall the car is much more happy and willing to rev and go faster in all gears. This is how I expected it to be from the start. 
Hats off to you James (and Tim) this stuff is voodoo to me, sounds like a great result 