Jay, You bring up some good points , but a properly set-up CIS will make as much (or more) hp as carbs plus have the added advantage of driveability and adaptability.
The term "Motronic" can be applied equally well to both continuous and pulsed Bosch EFI systems-- as long as they integrate ignition as well as fuel management. Evidently, Porsche doesn't agree with the statement "CIS = Cant Induce Speed", as they were one of the LAST manufacturers to convert to pulsed fuel injection. I think the 930 was quick enough to prove CIS in a performance application. I visited Miller Fuel Injection earlier this week, and checked out a custom CIS setup derived from a Porsche 928. It utilizes a variable plenum and individual TBs downstream of the flow plate. He is getting well upwards of 220 hp out of 2 liter aircooled motors with that system. He also custom machines airflow bowls and reworks fuel distributors that support upwards of 200 hp from CIS basic. Here's a link to Miller FI : http://millerfi.com/ It's funny that you would bring up those dyno charts, Clay--as of this week, they are outdated for Bretts car. (it's even better now) Being that Brett is one of the "pioneers" of the A1 Motronic swaps, (and generous with his findings) , I had to write him and ask him exactly how he approached the interface issue with the different style fittings on the CIS-M vs CIS-E Diaphragm Pressure Regulators. His initial comments were the CIS-M Diaphragm PR was not worth converting over, and he had been using the CIS-E one. I believe he may have re-thought this later, as he wrote me later in the week saying he had converted to the (higher pressure ~10lb) CIS-M regulator, and he felt improvement "across the band". Hopefully, I will also have some dyno charts for my CIS-M converted 2 liter in the not too distant future.... Danny 81 Caddy 2.0 16V Motronic In a message dated 5/16/01 12:13:57 PM Pacific Daylight Time, [email protected] writes: << Why bother? It's still CIS based, why not step up to 1 throttle body per cylinder and really unleash some power? Or, you could always go side--draft carbs. On a 924 (with CIS non-lambda) I picked up 18HP just by putting on the carbs, and that was before I tuned them all the way spot-on, and before I did any other engine mods. With a cam, port and polish and headers my HP went from 105HP up to almost 145! Im willing to bet a 16V would pick up at least 20HP by ditching the KE-Motronic. Also, FWIW, MOTRONIC is the EFI fuel system used by Porsche/BMW on such cars as the 325 and the 944. Digifant is a simplified version of that system. The "motronic" you guys refer to is really called "KE-MOTRONIC" as it is a derivative of the CIS system. CIS = Cant Induce Speed, if you ask me. Anyway, forcing the engine to lift the sensor plate is a big intake restriction. YMMV, just thought I would chime in. Jay 77 924 81 931 88 Jetta *RIP* >> _____________ List Sponsor: http://www.netsville.com To remove yourself from this list, send mail to [email protected] with 'unsubscribe a2_16v' in the body of your message See us on the web at http://www.a2-16v.com Visit the 16V Homepage at http://www.gti16v.org
