Thank you Dennis for this well-written and easy to understand summary. I,
too, would be interested to see the benefit on a stock 2.1.

On Thu, Nov 5, 2020 at 6:34 PM Dennis Haynes <d23haynes57@hotmail.com>
wrote:

> Eric's is the 4th GW EFI that I have installed and a 5th is scheduled to
> be installed soon. So here are some of my thoughts.
>
> Value: To me the cost of admission is high. For many the VW or Vanagon
> concept was originally based on a low cost van, commuter, travel solution.
> Some of us now go all out but for most of my customers this is a tough
> sell. In addition to the cost of the system you will most likely want the
> add on scan gauge. Since you are looking for some type of improvement it
> also makes sense to add a new set of injectors, (maybe theirs). For
> installation budget an experienced installer to need a full day for this
> especially with engine in. If you have a 86+ camper plan on removing at
> least the bench seat to get the harness in, another ½ day. Add time if you
> really want a neat installation. You could be looking at 2 full days here.
> Especially with set up. Also consider that some parts of the original
> system get reused such as the idle control valve and fuel pump. If
> converting a 1.9 you will need the idle valve, intake manifold, and
> connecting bits from a 2.1L You will also need to drill the harness hose
> for mounting the ECU under the back seat. If you need a harness and also
> suffering from worn throttle body and/or air flow sensor those costs do
> help a lot with the down payment. The system does offer some nice features
> including CARB approval, coil on plug ignition, sequential injection, O2
> sensor that works, Knock Sensor,OBD2 diagnostics, and the GW modified scan
> gauge lets you read most any sensor and output. With the speedometer
> feedback you also get trip computer functions such MPG and other stuff. The
> vehicle speed can also be offset to compensate for tire size changes. Most
> of the parts are GM based so spares are readily available.
>
> Installation: Instructions are good and most anyone can do this. The first
> time is a bit overwhelming. You will need to remove the crank pulley and
> oil breather tower to install the crank trigger wheel and sensor. Get a
> gasket from the oil tower on a type 1 to place under the bracket. It slides
> a bit for adjustment. Carefully check the crank end play. The sensor gets
> set close and if not set correctly or there is excessive play the trigger
> wheel can hit it.  For wiring pay attention to the connectors for the crank
> trigger and can position sensor, they are interchangeable and it won't
> start with these connections swapped. Note that both the coil and injector
> wires are now cylinder dependent. The injectors are now sequential, not
> batch fired.  The wiring to the vehicle is straight forward if you are
> Vanagon savy. The kit includes an upgraded alternator harness which also
> improves the power supply to the system. The fuel pump/relay/ecu are all
> fused. The power connections and fuses can all fit inside the splice box in
> the corner of the engine compartment. The 2 relays and tach adapter can
> easily mount on the left side of the engine compartment. For the scan gauge
> the provided network cable is long enough to go from the ECU mounting
> through the grommet and run under the van and enter the dash area near the
> left headlight, and then still make it to the center of the dash.
>
> Troubleshooting: So far the not starts have been the result of a wiring
> error on my part except for Erics with a defective fuse! And I crossed the
> ignition connectors for cylinders 3 and 4.
>
> Performance: Of the 4 systems I installed 3 were for a 2.3L and one was
> for the GW 2.7L. One of the 2.3L was installed using the OEM fuel injection
> a year earlier. This installation also had the 4th gear changed from the
> .85 to a .78. The customer was a bit disappointed in highway-hill climbing
> capability especially at 70 mph plus. After the GoWesty EFI that power
> curve was back and the before-after was "obvious". For the 2.7L all I can
> say is wow. Still no rocket! The customer allowed me to test drive to/from
> work and I also took it on a short trip. The van had a 5speed with 5th gear
> and final drive changed out along with the 225/55-17 tires, 3200 RPM at GPS
> 70 mph. It was great. Local fuel economy was disappointing to say the
> least. For the 75 mile trip I did ~18 mpg. This included 70-75 run along
> with some city traffic. Monitoring the engine parameters it is a bit
> interesting to watch the igniton timing retard as the throttle is pushed
> further. I guess NOx reduction and anti knock was part of the plan.  Idle
> speed control is a bit on the lazy side.
>
> Quirks: For all the systems sometimes it won't start immediately, release
> key, try again and instant go. I had a 92 motorhome, Ford 460 that did the
> same thing.Go figure. Sometimes going off idle there is a hesitation or
> stumble and under 2,000 rpm and light throttle feels a bit off. Over 2,000
> rpm things are great.
>
> Reliability: Really need years and miles to get this. The wiring harness
> and connectors are no doubt first class. The parts that are used from the
> original system are those that typically last forever. Service parts are
> readily available. Time will tell.
>
> Conclusion: I would really like to try a system on a stock 2.1L to see
> what the real performance difference would be from the EFI itself. If doing
> a 2.3L or above I strongly recommend this to ge the best of the engine and
> not melt a piston. Being in NY I also like the fact that it has the CARB
> approval.
>
> Dennis
>