Funny thats just what I was thinking after my last post <img src="/forums/images/graemlins/kewl.gif" alt="" />. So either I do the Jacobs now or after the ecu, work prolly before.

he's doing the right thing, moving forward one step at a time.

as far as the distributorless ignition, it's a good idea because the heavy spark retards needed to run the big boost often don't play well with an old-school distributor. the ignition module can only move the spark timing as far back or forward as the width of the rotor contact allows. on a big retard, you're already sparking on that trailing edge of the contact, then at high revs, the time window for the spark to jump starts dwindling down, too. the only way to cheat the problem is either with a high engery spark unit like an MSD or Jacobs, or, use a distributorless ignition system like the EDIS. considering that the oem's started with high-enegery ignitions like the HEI and TFI in the 70's and then went to EDIS type stytems in the 90's, I'd back the more current technology as the way to go.

Actually after thinking about it I might try MS first, I need to see if I can get a friend of mine who is a computer genious to help me with this first lol.

You don't have to be a computer genious if you want a plug and play setup. You will have to learn how to use tuning software. On a stock 22RE, you can literally plug it in and drive way.. Mess with the tuning as you understand it.

If you're integrating it yourself, get someone who understands electronics and can read a wiring diagram... Understanding igition systems is a big bonus.

Here's a small twist for you. I have an '89 4runner donor vehicle that I want to use to upgrade my '84 22R xtra cab to EFI. The donor has an auto tranny and I know that the ECU & wiring harness is specific to the A/T (but I believe it has the same plugs on the ECU). Do you think your custom wiring harness would be plug-n-play with this set-up? -- Matt

I honestly don't know about the auto tranny setup. Like you, I've understood that there isn't much ECU difference between the manual and auto tranny. The 88 diagram doesn't have any pin out differences. That's *not* true of later 22REs, but I'm not entirely sure when they switched computers.. I know they were different by 1993. You'd need to confirm your ECU pin out.

I assume you want to do EFI with the 22RE and keep your manual transmission?

Two ways to do it:
1) Pull the entire motor out, wiring harness and all. You could probably get it to run just as easily on the stock ECU without additional expense.

2) If you want to make it simple, pull the motor out. Keep your stock 1984 wiring and run megasquirt "fuel only" - which is simply an add-in harness for the EFI side of things. Keep the stock 22r mechanical igntion system. These wiring setups look like "painless" wiring. You can get them pre-labelled.

Basically my harness doesn't help here... If you get it running with my harness, you could have it running with the stock ECU.

Yet nobody still has enough information for me to convert my 20R hybread into an EFI motor.....Grrrrrr

What do you need to know?

You either need to have a custom EFI manifold made (best overall choice), use a TBI setup (adequate choice), or modify the head so you can use a 22RE manifold (probably a compromise choice. The fuel maps and advance tables are short work for a professional tuner once you get the rest of the conversion in place, but yeah, no one makes a complete off-the-shelf EFI solution for a 20R head.

Actually, if you don't need to use a plenum for forced induction, you can use TWM's individual throttle bodies and a Weber-compatible dual sidedraft manifold:

http://www.twminduction.com/ThrottleBody/ThrottleBody2900-FR.html

They are admittedly pricey, but they are supposed to be incredibly responsive.

You still need the fuel and spark management, but the TWM EFI solution would get you linkage, manifold, throttlebodies, injectors, TPS, etc.

-Jeff

I've done the "TBI" version of fuel injection on my old supercharged 22R. It's an improvement over the carb. With an 02 sensor, you'll pick up some mileage over the carb and inclines won't be an issue. For the naturally aspirated setup, you don't really need spark control - just run your stock distributor setup to keep it simple. The fuel injection is simply add-on.

You could integrate with TWM hardware also. I had considered a big TWM setup as an upgrade from the TBI at one time.

TWM?