DDK - Die Deutschen Klassiker

Quick question please for those that have been there, done that ....



Coil packs - what do you use on an aftermarket ECU-based EFi system, how neatly do they fit & have you had any issues.

Given the extra heat associated with an air-cooled 911 engine, I am considering using separate ignitor packs (heat sink mounted) along with less cumbersome coil packs, although clearly this will be more expensive than using coil packs with built-in ignitors.  Your thoughts and comments please.

Peter

Jeff in Australia did a lot of work on this topic Peter on his much modified 911, there are some good video's of his trip to get it all done and it was a success, but hard won.

I think there is a coil in plug top from a 360Z Nissan that has the right length to locate to the 911 plug terminal in the head and sit nicely on the top of the rocker cover, but stretching my memory.

Possibly look at Clewett in the USA for clues too.
Google will get you to an answer.

https://www.youtube.com/watch?v=NzIYzPK5Cl0
https://www.youtube.com/watch?v=PeTpTX-368g
https://www.youtube.com/watch?v=NzIYzPK5Cl0&t=773s
https://www.youtube.com/watch?v=TfCC4C4wQN8

Think the beginning of Season 2 covers most information you may need?

Thx both - I had been watching back Jeff’s experiences.

I also want to do the bulkhead connector part, but do have a slight concern about all the sensor wires with a joint in them at the same place.

Try looking at door connectors for Peugeot cars. The 306 had a 27 pin connector, and the 407 had similar. The 206 has the same as well as Citroen models.You would have to join your wires up to it, but if you manage to get both ends of the loom from a scarp yard and do the joins in the wiring itself it would be simple to trace faults than at the connector itself??
Failing that an aviation 30 pin connector?
https://www.ebay.co.uk/itm/355037432075
https://autopecas.norsider.pt/en/en-fro ... 880-210642
https://www.amazon.co.uk/Restagraf-1705 ... B08SS45YC2
https://www.onlinecarparts.co.uk/febi-b ... 55882.html

Thx again
I was looking at these, maybe in 5 pin for power lines & 36 or 50 pin for the rest

http://trigger-wheels.com/store/content ... /p179.html

It is handy if you can keep the power feed connected if (when!) you need to diagnose issues so you have 5v going to the TPS and such like. I used deutche connectors for inline situations with a fairly cheap crimping tool. Takes a bit of practice to figure out the steps for a good crimp with the particular terminals / tool combination so get a few spare pins.
The China copies of Deutche work well, unlike the China copies of EV1 (mini timer) plugs used for some sensors / injectors, which are poor. So in that case it’s worth paying for the genuine plugs / pins.

Also… getting the earthing right is super important. It’s a faff but you must use a star earth approach with a single point of earthing for ALL items that connect to the ECU.

I am running a Megasquirt mounted under the passenger seat and a Ford EDIS for the ignition, EDIS and coil pack mounted in the engine bay. Megasquirt uses a D type connector, but Dont forget these come in many different standards, and I have used these in Mil-aero products. The EDIS uses automotive connectors recovered from scrap cars. EDIS is used in Astons and Ford Cosworths, so has some pedigree. Fitted and forgotten mostly. Still has the tune that I did with Bob Watson in 2011. Just like it has been since. So far, it just works.

‘Fit & forget / it just works’ is what we all hanker after

The ECU on the stock 3.2 engine is one continuous cable but other leads come to engine side connectors and all rather old now.
My stock Porsche system has been perfect for 30 years or so.
ECU under the passenger seat.

Clewett emphasizes the common earth for all the components involved.

Doing all this will involve matching various components. If my Clewett system had worked out of the box it would have been plug n play and no mapping etc.

I understand my system is now discontinued.

Remember this is a twin spark device as well as a single plug.
Always thought the Emerald site good to browse through:

https://www.bing.com/ck/a?!&&p=5a9e3b43 ... b20v&ntb=1

Current state of play
Have a pair of Triumph ITBs. Had intended to use the injectors, but the sets had different versions, so will go Bosch. Currently thinking EV6, long and 330cc, but my tuner (Porsche virgin, so I may take some of his advice under caution) said 373cc (that he sells) will go low enough so ….
Manifolds, velocity stacks, air filters, etc on route from DanST Engineering
Have Clewitt front pulley , dissie plug & sensor holder (thanks to Sopor on IB)
Have oil catch tank & vacuum manifold (not planning to use IACV, but needed a way to block off TB take offs)
Have IAT & Temp sensors, plus adapter to fit coolant temp into warm up temp sensor location of lhs cam case cover plate.

Need to purchase ECU, etc - current plans are MaxxECU Street - Phill’s tuner has been super responsive, whereas my original plan of SCS Delta 900 has slipped as my original tuner is great on the phone but never sends emails with prices, details, etc. Phill’s tuner now away until mid-August.
Will most likely run twin lambda - I fancy LSU 4.9 (can be calibrated in place, rather than having to be in free air), but tuner reckons 4.2 are more reliable
Coil packs - current plans leaning towards Bosch 90919 02240 but still considering Kawasaki CoP dumb coils and separate Bosch ignitors on a heat sink
Crank sensor - probably Ford Zetec
Also need a slack handful of connectors, grommets, etc. I have two TPS from the ITBs, but will probably go new to ensure no issues

Happy days ……

Will either start a new build thread or append to my resto thread once things get serious

You are on your way!
You are a lot further along than i thought.
Look forward to the thread Peter.

… or Bosch 0986 221 090 coils, equivalent to Nissan 370Z as per Jeff

How can NGK version be less than a third of Bosch !

If you are bosch injector shopping, I’d suggest aiming for single cone spray patterns. Lots of injectors have a twin cone pattern optimised for 4 valve heads, to split the fuel spray towards each intake valve. Less optimal for 2v heads.

For example the short EV6 injectors for the 996 turbo are a strong high flow option (310g/min - roughly 430 cc/mim), with a single cone. But maybe a bit too strong.