Fred,
Thanks for putting Electromotive in front of me again. Just spent the last while reading up on their website. Let me put it to you this way, I AM SOLD. Do not really care what it costs (hopefully the dealer who sells it to me does not see this).
First let me say that their website is very informative. So much so that no email is required. Even better yet their manuals are the best I have ever seen in the after-market world. Honestly whomever writes for them should be given some type of award. I am sure that we all know how a distributor-less system works in theory. Want to be an expert (or about as close as you can be just from reading) read Electromotive's manual on their XDI system. It should be named "This is how distributor-less ignition works, using XDI as an example". It was actually fun to read.
Link to manual for the XDI system:
http://www.distributorless.com/pdf_f...di_man_1_2.pdf BTW check out the domain name, nice attention to detail.
Now imagine adjusting advance using a knob on the dash (or hidden under it like it should be). Even more fun it would be linear to what is already programmed.
Also has a Nitrous retard curve as well, also linear. Using an input feed from the N20 relay.
So I was sold on this. Read some reviews as well. All seem positive (than again they all do).
So then I wondered over to the TEC3 fuel management system also from Electromotive. First question was, how does it integrate, with the XDI ignition system??? Well I was wrong in my first assumption. The TEC3 system is not just fuel management system, it also does the spark control. Just what I was looking for. Even has a atmosphere sensor (boost sensor), and intake temp sensor. Perfect for turbo or supercharged applications. Even has the ability to control N20 as well. Thanks to it controlling the injectors, you would not need a wet N20 system, but could use a more controllable dry system.
They do use only a crank trigger. No cam trigger. Problem is they have no crank trigger for a FE block, you have to use the universal and machine it. Everything else but.
The manual is even more insane for the TEC3 system. Same thing can be said. If you want to learn all about ECUs read their manual.
http://www.directignition.com/pdf_files/tec3r.pdf
BTW when was the last time you got a 164 page manual for any aftermarket product.
There is only one question that arises for me. It has to due with the coils used. I had thought that you needed 1 coil per cylinder. The system would trigger that particular coil to fire. With their system you need one coil per two cylinders. There is only one trigger for each coil. Each coil connects to two cylinders that are 180 degrees apart. Why would this be? To save the number of coils is the only reason I can think of. Or is there an advantage to firing the other plug when it is at BDC and the other at TDC (or whatever timing)?
Another thing that peaked my interest is the almost true linear timing curves.
Another is the "valet"switch (just a rev limiter, another timing curve would of been cool as well especially for BBs). Could also be useful when you let someone else drive your beast.
Thanks again,
Chris
PS I can close out this part of the build sheet.