Looking for EFI conversion kit, Nicks is out of the game

I'm planning on a MegaSquirt III install on my 308 GTB, but I'm not planning on starting until fall. I'm planning on doing the NFF 60-2 trigger wheel, the MS3X unit from diyautotune, and a set of GM LS1 coil on plugs. I'm still not sure if I am going to use TWM/Holley ITBs on a carbed manifold or convert a CIS manifold to EFI.

 

I hear you. I don't think such a kit exists -- even the NFF "kit" I believe had some conversion elements with the CIS manifold to EFI but that conversion is straightforward and done on either cars outfitted from the factory with CIS. Maybe the best bet in your situation might be to find a shop that specializes in EFI conversions -- someone who does AEM, Holley, MegaSquirt, whatever -- any of those can easily run one of our cars, you just need the right person to wire it up.

On the DIY side, for what it's worth I've been doing EFI conversions for almost 20 years now, all with MegaSquirt, and it's a pretty straightforward system. It's generic for any engine and has a comprehensive manual at https://www.msextra.com/doc/pdf/MS3XV357_Hardware-1.5.pdf that, if you read it end to end, should give you a pretty good understanding of how to convert any engine. I even got my neighbor's V twin SV1000 engine-powered 4 wheeler converted over to a MegaSquirt unit I think there is at least one person here who has DIY converted their car to use a Holley system and I know those are straightforward to install as well.

 

I think you can get what you want by piecing a few things together and minimal fab work. These folks https://kjetkillers.pl/ have the parts to stick a modern injector into a hole where a CIS injector went, no need to do anything with custom injector ports. There may be someone in the US that sells similar parts also. Factory throttle body is fine. You would have to fabricate fuel rails but you could do that with fuel rail stock and a drill press or use rubber line and Ts between the injectors like early EFI cars came with

 

I know ATS Racing in Denton Texas was working on a kit. They occasionally post here, the owner has a turbo 308. Might want to check with them and see where they are. He makes a trigger wheel, but adapting the stock manifold to modern electronic injectors is another project.

 

The ignition only xdi kits no longer exist because the company is no more. Sucks!

EFI, that's a tricky one. I'll explain. It's a straight forward setup for the QV/328 the 2V is a PITA due to the angle of the injectors in the ports.

ECU to run EFI, that's easy as there's lots of options.

We've moved to a more updated EFI for the QV/328 that includes changing the plenum. Unfortunately it's a touch more $$ then most want to spend. The reason for the plenum change is two fold, better air flow and distribution and far easier injector conversion for the rails.

That said, it's easy enough to provide the parts to mount modern injectors in the QV/328 rails if the shop/person wants to plumb the rest while using the stock plenum.

These updates modifications are born out of the custom engine builds, so there's never been a real focus on supplying 'kits'. Cost being prohibitive mostly as all the parts needed would be in the $10k+ range.
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@ATSAaron

 

Given Electromotive has gone under. The special part of Nick's electromotive is that it was directfire - no more distributor(s for some of us). for greater efficiency they can run through coil packs. I have spoken to other known ferrari specific restomoders/hot rodders and the DTA Fast system was recommended as an alternative. https://www.dtafast.co.uk/ They are a smaller outfit in the UK but they sponsor many European race teams and I know the Retro power shop uses them - they did Gordon Murray's Escort Mk1 build and Ian Callum's Jag coupe https://retropower.co.uk/ . I believe the system is not only ignition but can also power EFI. Perhaps we could still get trigger wheels and sensors from nick and scott or they can look at DTA and other systems. Megasquirt and MSD are still out there. I would be interested in Haltech too - they seem to be popular lately.

I think I am going to go DTA Fast and the Jenvey DCNF throttle bodies when I change over from my carbs for modern running.

 

That's the new 3d printed manifold. Weighs just under 2lbs.. cerakote finish.
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I'm curious, you mention cerakote, which I looked up and it seems like it is often used to strengthen parts printed in plastic. Between the light weight and the cerakote mentions, is this a plastic manifold? Or is it printed in aluminum and then finished in cerakote just for looks? Regardless, it's very very cool, looks like you guys have a ton of time in to designing it.

 

Thanks, the cerakote finish was primarily to give it a more final product look. It does provide a very robust surface finish as well. It's a laser sintered nylon "of sorts" don't have the cut sheets in front of me right now. Development was 2yrs. This was born from a version that's cast aluminum that also houses an internal water/air intercooler by laminova, that I developed for the forced induction builds.

 

Thought I should mention that you should go into a conversion like this with realistic goals. Converting to EFI will not deliver any major gains in HP or TQ unless you also undertake changes to the engine itself (cams, compression, etc.). On a stock engine you will though get more accurate fuel and spark control, maybe smoother running and slightly better emissions. A properly maintained and serviced K-Jet system works very well and is reliable (I've got 114K on my 308QV).

 

Moving from a CIS setup to modern EFI with control of fuel and spark, with modern coils and injectors, is going to yield more power everywhere, including peak power at WOT, with increased responsiveness, drivability, and fuel economy -- if tuned properly both on a dyno for max power and on the street for drivability and mileage. It's almost certainly true that the difference wouldn't be astounding like slapping on a supercharger, doing cams, building a stroker engine, etc, but it would definitely be noticeable. Having EFI already on the engine would also set the stage for much more straightforward tuning once you decide to do one of those things!

There's lots of stuff in play here going against the K Jetronic system: the air flow sensor itself is an inherent restriction in the intake tract, the mechanical nature of the fuel curve in the fuel distributor can't account for enough conditions to provide 100% accurate fueling at all times so is somewhat of a "good enough" compromise, and same with mechanical distributor curves. It's pretty telling when you see the big drop in power between early carbed 308s and 2v injected models -- of course there are other differences between the systems including the design of the intake manifold and other emissions related concerns that hurt power but the CIS definitely played a hand.

 

Yeah I suppose it comes down to your definition of "more power". If your spending $10K on EFI to get a 5% increase in power, that's not a lot benefit on the road in 'seat of your pants' terms. As you say, if your using EFI as a springboard for further modifications down the road, then its the way to go, as K Jet cannot support that sort of thing easily. Also worth mentioning that early K Jet 308s lost power not because of K Jet but rather the emission controls also introduced at the time and compromises made to support those changes. This occurred with most car around this time!

 

I've done 1/2 dozen of these manifold over the years....its about $1000 and a permanent alteration of the manifold. I've also done a handful of flywheel 36-1 pattern conversions where I add another 33 pins to the back so the stock crank pickup will make a more usefully signal then you can use any ECU you like....can't fins a pic but its just adding pins. Any decent shop could do this work for you or ping me and depending on your timeline I might be able to do it for you. I could probably 3D print a cam trigger setup too, I machined them in the past but I think a printed one would work fine.
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That's a pretty neat injector installation. Curious what make/part number injectors you fit? They look pretty small like pico type? Thx

 

Thanks and yes, pico type, those are from a Ducati because I had them but any pico type will do. It's just possible to sit the fuel rail below the TB so that takes a little care.

I don't recall which TSP I used...GM or ford? but there is one that can be added to the QV tb, I weld on a couple bungs.

 

Drop me another msg.. can't pm you.

 

No, email me
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