Well il see how I go. Most likely going to go with this EFI system so I will be able to run the same ps pump so the dizzy wont be a problem.
Il give those guys a call on tuesday. Cheers Paul.
For Triggers, Im running crank pickups. There is one crank pickup for each injector. They will be spaced 180 Deg (crank angle) apart. Each pickup is triggered once per crank revolution. Reasoning behind this kind of setup is simple. Trouble shooting should be a little easier, and the crank sensors were around 20 bucks each
. The injector firing order is very simple. Each injector is independant of the other, and Im having trouble trying to word this correctly, so Im going to talk about only cylinders 1 and 3. Crank angle sensor will initially be set at around 90 deg BTDC. I feel that Im probably going to have to fire it a little earlier though to compensate for the manifold runner length.....something testing will tell. Anyway, injector triggers, during exhaust. Crank rotates around 360 deg and the injector fires again. This time though the injector is supplying fuel for cylinder 3 as cylinder 1 is busy with combustion. The cycle repeats. Similarly, with cylinders 2 and 4, but of corse 180 degs difference in crank angle. This type of setup gives each injector a full rotation (crank) before it has to fire again vs only 180 deg. This is good because, when you do the math, at 4500rpm, it only takes the crank around 8ms to rotate 360 deg. If the injector is trying to be driven every 180 deg it's only getting around 3-4ms to do its job. That means very high duty cycle, and injector sizing is hard because you need a big enough injector to supply all the fuel needs at full throttle with pulse widths of around 3ms. Injectors that big will run rich at idle purely from the physical time it takes for the injector to close. Starting to see why sequencial MPFI is so good?
. each injector gets 2 crank rotations per firing, a whopping ~16ms. Revving the engine harder will reduce this time. This is another reason why spfi is not as common as MPFI. Anyway, enough ramble, for now
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Toonga, donno really. He had it in his Escort, and offered it to me a while back for the wagon when I needed a new dizzy. I'd say it was a spare??
Steptoe, Nah, probably not going down that route. Nothing wrong with the current ignition setup. Il just get the basic injector setup working first. Once that foundation is layed, it is easy to add additional sensors and systems to the mix. If I start with a complex system, its going to be hard to get working. If I start with a dead simple system first and get that working, Then adding the extra's 1 by 1 will allow me to set them up "individually" making the whole process smooth, if that makes sence??
Regards
Doug
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. Still a bit more work to do. Ive got to build one more driver to drive the second injector, then all the lodgic to tell it how long to squirt for. Should be a breeze 
how about a couple of Marshall, Fender or Peavey valves as well for that 60's mood in the cab.
