DDK - Die Deutschen Klassiker

He inspired me as well. So much so that I half built it all for my car, lost confidence then sold it to him!

KS wrote:Why did I begin this project. Oh why, indeed.

Because it's supposed to be fun? If it's not fun, then what's the point? A challenge can be fun if you're in the right mindset, but you clearly aren't anymore. f*** EFI. Put the thing on carbs, get it running, and enjoy it for a bit.

Then, if you still want to do the EFI thing, when you are ready and in a good place psychologically, change ONE THING. Perhaps best to do the injection first. Get that working, then do the spark.

Easier and more fun to work on a functioning car than a car that's going nowhere and stressing you out. EFI is one of those things that makes a lot more sense once you've got it up and running.

When I did my 72T, I only did injection (kept spark as Pertronix / distributor). It was a fun project. Once it was done, I changed it back and sold the car.

I'm in the right mindset but it's just that I wasn't yesterday afternoon...

To buy a set of carbs, redo the fuel system, buy a distributor, partially rewire the car, etc, would be too costly for me and wouldn't make any sense at this stage, tempting though it might seem. I won't be defeated by this - EFI is the way to go for me. I've done my time with big carbs, distributors and lumpy cams.

The problem is solely my lack of knowledge on the subject, but I've learned things before and I'll learn new things again with the help of someone that knows about EFI and ECUs, crank-fire ignition etc. I can't wait to be able to play with fuel and ignition settings on a laptop, after years of messing around with carburettor jets and chasing flatspots.

Onwards and upwards...

You'll get there Keith.

Without the lows, the highs aren't high.

These things are very demanding, mapping is not to be taken lightly as a weak mixture at 7K can hurt very very quickly.

The stock injection on my 911's 3.2 is sublime and it is very old now, the PMO carbs on my Lola hillclimber 3.2 is magic, no flats anywhere and tuned in my garage.
If it was easy, everyone would be doing it. Challenges are good (some of the time)

'Morris Minor' technology, KISS, and 247 bhp according to Bob Watson's RR.

There are good people to try Keith if Tim can't root it all out.
Three I know of in the hillclimb world is DTA, Alan Warberton designs the systems for all levels he IS the DTA man and has close ties with Jenvey. I think Alan is based in the south. Very fast thinking guy and killer driver, but lots of people go to him.
Other is Emerald, Dave was the first person I read in CCC who un-ravelled this new technology way back them, but is in Lincoln..
Lastly, Tom New almost on your doorstep. Tom is a knowledgeable type and very very easy to talk to. Builds high end hillclimbers that use all manner of fuelling systems and fuels.
He mainly builds engines and has done some great services to the V6 Rover engines for competition.

Apart from the basic connections and everything talking to themselves you need a good safe starter map where the engine temp, pressures etc are checked but also safe ignition and fuelling levels are there.

Once the thing is running you are into fine tuning or rather mapping, just an 'electronic screwdriver'.

As to inspiring, Tim inspired Gary and Gary inspired me and I got cold feet and sold all my complete Triumph ITB and that kit has been split and sold on again.

Sadly Alan has recently decided to retire and has currently shutdown operations at DTA.

Keith - I wrote up my experiences of putting together an EFI system for my Type4 into 6 articles for the speedster club magazine. Does this assume too much knowledge to be any help to you?

Link is here:- http://chesiloutlaw.com/phase3_tech_p1.htm

See it through. The journey to EFI is worthwhile. Happy to share my knowledge on the phone.

Simon

Keith has my sympathies. When I was looking at the engine spec. for my car an efi system was on my list of 'wants', but while well known companies were selling individual components, there didn't appear to be any proven (and supported)off the shelf 'plug and play' options*.

As I didn't trust my abilities to develop a reliable working system from components I went the PMO route. This does seem to be a gap in the market.

C>
*D-Zug did have something at the time but I can't see it on the website now.

It's ok guys, I've been laying it on a bit. I do understand far more than I might have implied. Just been going round in circles chasing one particular problem which I feel confident Tim will be able to sort for me. I was impressed by his car when he showed me at Le Mans. The post-fire-up tuning will be done by uncle Bob Watson.

There's no way I would ever really give up on this - or sell it all and go back to carbs etc.

Watch this space!

That sounds MUCH better.
If you can, please pass my regards to Mr Watson, Graham with the Lola will send him grey enough!