Not casting any dispersions on Haltech here cuz I'm certainly not doing
things according to Hoyle, but that theroetical 12% comes from the 1.9
motor, not the 2.1.  The hassles to adapt the Haltech to Digifant are many.
Between swapping wire harnesses, mounting it  in factory location(even
though it's smaller than the VW unit), figuring out where to put the air
temp sensor, map sensor, coolant temp sensor(forget about using temp II
hole!), slicing up the VW wiring to get another ignition module to work,
grafting the TPS sensor to the bottom of the throttle body,  mounting the
twin relays for ECU and fuel pump, figuring out how to graft the idle
stabilizer ciruitry into Haltech(still lost on that one), making the O2
sensor wire stretch far enough to reach the Vanagon Cat, and the list goes
on and on.

Add that to the fact that Berg uses the throttle position sensor mode and
I'm using manifold vaccum(my engine won't even start in TPS mode), Clyde has
no clue how to set fuel maps in manifold mode and every time I call the
Texas office for Haltech, I get a fax squeal.  The manual for the E6S is
easy enough to follow, but they must use these systems on some pretty high
tech rotary and race engines, cuz they be talkin' about a whole lotta stuff
I don't understand at all.  Just figuring out how to get the timing initally
right was enough of a chore.

For this 12% increase, you will pay about $1,200 for the E6S, another $200
for the special tuning kit that gives instant readings for the exhaust
gases(Halmeter kit from TWM), another $70 for a second O-2 sensor(made by
AC), and mandatory Manga Core plug wires were cheap at $60 or so.  The final
check for this stage was almost $1700.

Next stage, if I ever get out of this one, wil lbe to improve breathing, by
adding a slightly larger Bosch injector(less duty time % I'm told) at $80
each, twin DCOE manifolds with the injector mods made, fuel rails, twin TWM
throttle bodies, Berg dual carb linkage, and low profile air cleaners so I
don't hjave to raise the lid any.  then there's the matching of the intake
manifold to the head work already done.  This second phase will run an
additional $1700.  $3400 plus the $2000 plus spent on the engine rebuild,
well, now you're talking TDI country.

With all this hassle, I'm still not giving up, but bolt on 12% increase in
power, well, it's not coming forth in the lower rpm ranges where I need it.
there are times when the motor really stomps in the 3500-4500 rpm range
however.  With the 4.57 tranny r/p, I've caught myself turning 50-55 in
third gear thinking I was in 4th.  Still got some breakin miles to go before
we really play with it, but don't go thinking you will bolt on 12% for a
measly $1000.

Dimwitted Moose and Flying Squirrel