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Hi there, I live in Ca and I suppose you live around my neck of the
woods, I am up in Sonora, closest airport is Columbia.
I read your article on the Fuel Injection installation on your rotary
engine website with big interest.
I have a VariEze, that I just love, it is very efficient.
I understand that Klaus S, have a similiar system for sale.
I want however a sequential Fuel injection system, and he claims that
his system is not sequential.

I don't know about rotaries, but in piston engines (I have an O-200)
,  the efficiency will go up if you use a sequential FI system.
Soooo...looking at your plans on how to build one, I looked and
looked and finally I decided that the system you are proposing is a
very good system, and it can be made sequential.
The key question here is basically, the function of the 555 chip.
In order for this to work, the 555 chip has to open and close ONES
per command (Per trigger) .

I looked at the system, and can conclude that all the indication systems
can be common, intake pressure probe, etc.
The only difference actually is that there has to be four triggers,
instead of one. One for each cylinder, (I know, some more sophisticated
systems just have one camshaft sensor, but that means I have to ad
a  timer clock, and it will start to be complicated in that way, I want
to keep it as simple as possible, and have four trigger points is
not that hard.
The whole question that will make or fail this project is the way the
TLC 555 chip works.
Can you please tell me how it behave once it is triggered, will it
start  pulsing, for a while, (on and off) according to the internal
clock, and  stop after a while...or will the TLC 555 shoot ONCE,
after each time  it is triggered?
Reason I am asking is that a batch fired system , doesnt really
matter that much, the injector can sit and pulse, , and shoot fuel
per the pulses it recieves, no matter if the intake valve is open
or  not.
That, ( in a piston engine....and I assume also in a Rotary engine)
 will  lower the efficiency of the engine, as fuel will be delivereddifferently for each stroke.
Some intake strokes, will get a little bit, and when the valve
closes, the injector squirts a bit more, and when the valve opens
next time, it squirts again, and now the engine is sucking in the
previous fuel, plus the fuel it is currently delivering.
So, some strokes will run lean, some is just right, and some is rich.
Therefore, if I want to build a FI system I want to build the most
efficient I can do ( Direct fuel injection will be a bit too much
problem to handle though, so on that I will pass) , and the best I
can build would be a sequential FI system.
We will run into another problem here, I will need bigger
injectors,  as a batch fired system have no time restriction on its fuel
delivery, , but a sequential system has to deliver all the needed
fuel in a quarter of the time. ( Intake stroke, or the time when
the  intake valve is open.....it actually has a little bit shorter time
to accomplish this in, as you can not start spraying in fuel, just
as the intake valve opens, you have still pressure in the cylinder,
and the full effect of the overlap has not starting to take effect
just yet.)
So I have about one fifth of the time to deliver allo the fuel I need.
Now, as I understand, the size of the injectors doesnt really
matter,  this system can handle it all pretty good, and actually run
the  injectors straight.
You seem to have already been doing this a little bit, and maybe
can  come up with some general advice on this, but my main question
is if  the TLC 555 chip will trigger once and give one pulse, or if
it will  continue to pulse, after each time it is triggered?
Also, I live up in the boondocks, and the only thing around here is
Radio Shack, and they don't have much, are there a good electronic
retailer around where I can stock up on all the things needed
around  here, ( lets say Stockton, Manteca, Modesto or thereabout)
I saw from the photos on the website, that you have some goodies, and
have made a really good set up, circuit boards, good fitting heat
sinks, and everything, did you do them yourself, or do you have a bunch
produced, ( for sale) .
I would appreciate to hear from you, and kick some ideas with you.
Roger Isaksson
http://www.rotaryeng.net/simple-cheap-555.html
I am not sure our approach will work as we have not tested it yet.
At 7500 RPM one only has about 8 milliseconds to work with for one
RPM. We are about to test it in the next six months unless
something  more important comes up. I am am not sure how Klaus is
doing it.
DigiKey or Mouser both give fast service on mail orders.
http://search.digikey.com <http://search.digikey.com/
<http://search.digikey.com/
<http://search.digikey.com/
<http://search.digikey.com/
<http://search.digikey.com/
We also don't have any parts for sale just yet but you are welcome
to use our art work to build your own PC boards.
Frankly I am not sure timed is the way to go. I am about to
instrument and test another EFI system already sold for use in
rotary aircraft engines and will know more about that shortly.
http://www.hytekautomation.ca/
We will record when the fuel is injected into the manifold relative
to the e-shaft angle and of course how long the injector is open.
Manifold pressure will be recorded in several different places
to check for aerodynamic differences. All of this will be done over
a range of RPM's using an actual propeller for a load at a rate of
1000 measurements per second.
Stay tuned.
Paul Lamar
Hi there Roger here again,
Have been studying up a bit better on the rotary engine, whoops, didn't
work the way I thought, oh well.... I told you I was a bit weak on
it.
Well I am in this for the FI and the ignition systems, they look great.
Fourstrokes are my forte, but hey I am eager to learn.
Ok back to the FI and so on....the FI system I got fired up about,
do I understand it right that no one have tested it, the one with
a 555  chip???
Hm...also, I saw another cheapy made and great looking, very simple
ignition system, and wonder, ...do you think that the diodes can
light up
the FI system as well as the magnetic trigger can?
Been thinking of what bugs most people, when it comes to engines,
that is ...to be able to start them up.
So I'm thinking, like in a fourstroke, or perhaps also in the start
up sequence of a rotary, lets say that under 100 RPM the system
would go over to a start mode, meaning, in the case of a four
stroker, ( or perhaps also a Rotary, realize now that I don't know
half as much about those than I thought, so I better hold my horses
when it comes to those)...so ok, lets talk fourstroke.
If in the starting moment, the ignition system would fire every
minute from 12 o clock to 4 o clock, giving the ignition system
plenty of chances to arrange a meeting between one oxygen atom (
comes in pairs) and a fuel molecule, to have a happy marriage.
Lets say that in the cockpit there would be a three way switch,
 off ,  start and run.
Most probably there would be a second, set of ignition system, most
probably a set of Slick or Bendix magnetos sitting there, but they
would  in the firing sequence fire with the clicker, and that is pretty
much on the 12 o clock position, so the magneto could be left
alone,  and on ON.
The electronic ignition would be set to START.
Ok there would be a disc, with holes set on two race tracks, and each
race track would have it's own LED, and sensor, the switch in the
cockpit would shift between the two LED's and trigger sensor.
The first start position, would have a disc with a lot of holes in
it, that would make the trigger fire from 12 o clock to 4 o clock several
times, and now you hand prop the engine, and make the spark plugs
fire in
the start mode.
While the engine is hand propped, the ignition will be served from
both  the magneto independently, and from the electronic ignition
that  would trigger the spark plug very often,from 12 o clock until
it  reaches the 4 o clock position.
Once the engine starts, the magneto will automatically start firing
in advance, and the electronic ignition would not do anything else
than  just firing away into an already burning combustion, until the
pilot  have walked back to the cockpit and switched the electronic ignition
from START to RUN, where the electronic ignition now will fire in unison
with the magneto.
One more thing and this will be as good as it will get, able to advance
the ignition. By a simple mechanical device run by a perhaps small
stepper motor, the C clip arrangement of the Diode and trigger, can
be rotated around the periphery of the rotating timing wheel, and
the setting controlled by the pilot.
I have some questions.
- The circuit board I can see in the pictures for the 555 system, did
you do them yourself, or did you order them somewhere...just
wonder how  I can get my hands on some of them.
- What pressure sensor are you using for the FI system, it didn't became
fully clear of the description of those, there was a lot of serial
numbers on chips, and other electronic components, so maybe I
missed  it, but I am thinking that maybe it wasn't there... could
not find it.
- The adjustable resistor, that will adjust the timing of the FI systems
firing period and are suppose to sit in the cockpit, is a bit
unclear to me. Resistance is measured over two points, but the
resistor described had three legs, and I wonder how the internals
of  that variable resistor is wired?
Preciate it, and Happy New Year
Roger Isaksson
Your starting scheme can be made to work as the photo interrupter
circuit has a lot flexibility.
We use about 50 psi so it uses a stock automotive EFI pump and
regulator.
I get my circuit boards from http://www.expresspcb.com/
They have free PC board design software. If you download
it I can send you the files I have so far and you can buy
boards from them. Or you can use them as a starting point and
change them to suite yourself. Here are a couple of jpg of boards
that I have done. The software is easy to learn.
The pressure sensor is a $10 Freescale part from Digikey.
The mpx 4250 data sheet is attached.
The leaning pot on the dash board is an off the shelf variable
resister. Try 10K for a wide range of mixtures. It does not change
the timing but only the pulse width. Narrow for lean wide for rich.
I modified the ske to show how it works.
Also an ABS sensor from Pep Boys is cheaper than the Mazda crank
angle sensor. It works the same.
If you are using this on a piston engine you will have to sense
the cam shaft position as it rotates half as fast as the
crankshaft.  a timed one rotor squirts every rotation while a timed
one cylinder  piston  engine squirts every other rotation so you
need to know when  the piston engine is on the intake stroke.
Probably the best  place to do that is on the mag drive gear.
Probably one reason  Klause does not use a timed injection :) This
555 system does  not need to be timed. You could let it squirt on
either the intake  stroke or the combustion stroke as the intake
valve is closed.  Another way of doing it is a capacitive spring
loaded clamp on an  ignition wire to sens when the engine is on the
combustion stroke.  You will be on the bleeding edge when you do
that as I have  never used that trick :)
Paul Lamar
-- Paul,
Did study the explanation on the leaning system,, clear as a
crystal ball, ok got it...thanks.
Are gathering all the info for ordering all the needed stuff.
Now the billion Dollar question...
Here is this pilot sitting in his cockpit and are adjusting the
flow  to the engine...ok good enough,.... but how would he know when
he is  in stochastic range, lean or fat?
There is simpler systems for cars, where you can just install an
extra oxygen sensor, and there is a fuel/air mix gauge you can read
off, but as most aviation based fuel, have quite a bit of lead in
it,  and with leaded fuel, the oxygen sensor will not be long
lived,  and will start showing erroneous values pretty quick.
If it would not be for that darn lead, the oxygen sensor is
probably  one of the most gallant and excellent solutions, the
oxygen sensor,  is not a switch but a galvanic element, and have
very fast  reaction time, and it reads very precise.
And it is so darn simple that it is almost ridiculous, an oxygen
sensor, a needle gauge  up front, and a circuit going through it, that's
all....hmmm....
Damn lead.
Wonder if there is a way around it????
I am aware of all these "big" solutions that can read air /fuel
ratios, with throttle position sensor, mass airflow meter, computer
programmed, and the whole jadijada, but not the simple elegant solution.
If the pilot can not set his fuel mix to the value he wants, he
just  wouldn't know where he is on the fuel map, he can sit and turn
that  adjustment knob as much as he wishes, but he will never know
what he  will be feeding the engine. All he would know is turning to
the left  would mean leaner, and to the right would mean richer, but
he  wouldn't know, other than getting indications from indirectmeasurements, like cyl head temp, exhaust temp, or listening forrough running etc.
Compared with a carburetor, a FI system is a precision instrument,
but he would be like a guy sitting with a precision sniper rifle,
with a high magnification scope, and shooting........
blindfolded........ all he can do is to aim in the general
direction,  and cause a bang.
Any thoughts in that direction?
Roger Isaksson
Pilots are trained to adjust the mixture according to Exhaust Gas
Temperature.
When you start the engine it is rich and the EGT is cool.
You take off full rich at full power. When you reach cruising
altitude and want to minimize fuel burn you lean the engine and
watch the EGT rise. You keep leaning and the EGT reaches a peak
(stochastic) and starts going down. When it reachs about 50 degree
F  lean of peak the fuel burn or BSFC is the lowest.
The Holy Grail of EFI systems is to do this automatically. It is
called auto lean. It was available on turbo compound CW R3350
air liner recips back in the 1950's. Mistral also offered it
on the rotary before they went bankrupt.
Unfortunately Tracy's system does not do this and that is one
reason  it is so hard to tune. Tracy makes a big deal out of tuning the
engine in the air without a lap top computer in the cockpit but
then  he also uses a crude and cheap manifold pressure sensor as the
main  indicator of the power required. The system cost over $1000 dollars
so IMHO he could damn well include a mass air flow sensor since
they  are universally included in every car EFI on the planet. Themanifold pressure sensor sampled by a computer is a one millisecondsnap shot of what is going one in the turbulent intake manifold atthat particular time and that specific place in the manifold.
So far every installation is different as every side port manifold
is  home made. Consequently the mixture map is all over the playingfield. In the 555 system the pressure sensor does not give us a snapshot
but automatically averages the manifold pressure readings. A simple
capacitor can and will improve the average in the 555 system.
Paul Lamar
-------------------------------------------------------------------
thanks read the diagrams of leaning/riching  and the effects of
temperature , power and economy.
Yes, you are right ....a mass flow sensor would do a lot of good, but
...again, if the exact air/fuel  ratio is known, ...I really don't
mind  setting the mix myself, even if it can be done automatically.
Dont get me wrong, ...if there is a way to have the mix automatically
set...I'll take it,....as long as I can, on my own determination bypass
the auto, and put it in a manual mode, and set it whenever I choose
to do so....that is, if I could read off a display that would tell
me in fractions the fuel /air ratio.
Why a mass flow sensor is not in the 555 system...beats me...when
thinking of it, ....if a mass flow sensor will determine an exact
way to distribute fuel, why not substitute the pressure sensor with
a mass flow sensor.
I know that the pressure sensor is linear and the mass air flow
sensor is not, but if one way to measure how much fuel is needed,
and it happens to be not linear...so what. It is the true ratio,
so why not.
What would happen if a mass flow sensor was to substitute the
pressure sensor in the 555 system?...I mean both the pressure
sensor,  and the mass flow indicator communicates to the rest of the
electronics in the same way.
All it is, and both are doing the same thing, either there is a voltage
or a resistance that goes up or down, ( for the mass airflow
sensor,  a heated wire is used, and that is resistance that changes)
All we are doing is to look at the same electronic signals, in an effort
to determine how much fuel we want to squirt in. One measures
pressure, and takes no consideration of density, , while the other
measure the true density of the air, and thus will give a true
representation of the column of air in the intake .
I mean, what we want is, to give a specific amount of fuel to a specific
amount of air mass,  what measures that better than a mass air flow
sensor,... so what if it is not linear, let the FI follow the non linear
curve. If an instrument can not measure the mass and flow, then it
is  not an mass /flow meter, and I am sure that there are better or worse
mass air flow meters.
It might take some research to get a true air flow meter, or find one
that will actually do the job, because I have a feeling that what
many call an air flow meter, is only a partial instrument, that
will  work for a specific FI system where there is about a hundred
other sensors  involved, but in a stand alone air flow measurement
against tuned  laboratory equipment, they will do either a mediocre
or poor job.
I have a feeling that this is where the "non linear" is emanating
from, because if it can measure air. and mass, it should not have a
limitation
to it, either it can do it or it can't....."well it can measure
mass,  and flow...but not too fast flowing mass" ...  c'mon, don't call
that a mass flow meter if it cant do what it is suppose to do.
A true airflow meter, has to accurately measure the actual mass and
actual flow of the air, if that quantity is known, that's all we really
need in order to determine the exact fuel delivery.
It will automatically adjust for barometric pressure, this is the
automatic system.
I would say substitute the pressure sensor with a mass airflow sensor
and this system is licked.
There are different types of sensors, some have a hot wire only,
and  that's it, some have a hot wire in a little pocket, some have a
hot wire  and a flap that moves and measure the flow, and density at
the same  time, ...VW had one for years that was very reliable, it
looked like  a pressure cockers lid, and when the intake started to
suck in, the whole  lid fell down in a recession, on an arm that
held the lid from the  top......either way, I dont know what is the
best, as it seems like some  have a partial function, hot wire only,
while some have the whole array  if measurements, , hot wire (
perhaps pressure also), and flow, with  a vane, lid or flap.
Probably the one that measure the whole  hulabaloo is the best.
What if the adjustment knob in the leaning/riching of the FI
system had  a set point on the knob, that could be felt, like a zero
point, at that  point the system would be calibrated to be optimal.
When the turning  knob would reach the middle position a distict
"hold" would be felt  in the knob. That could be a value that is pre
determined...lets say
( out of the hat) 5000 Ohm or so, anything less will richen,.anything more will lean, but always at the "hold" point, there is aneutral spot, where the pilot leaves the FI for absolute neutral andautomatic setting.
To fine tune that neutral spot where the adjustment knob have a
"hold" pattern, an inline additional adjustable resistor can be
attached, ( you know, one of those that you have to set with a very
small screw driver, that you have to reach into a hole somewhere),
and when the FI system is at neutral, and the spot is adjusted to
the "hold" point on the adjustment knob...you're done.
For fun flying, or going for the hundred Dollar burger, or jumping
around over the weekend, I would probably not even touch the FI if
it is self adjusting, but if I would go on a long cruise, I would probably
be very interesting in setting the FI according to my own wishes.
There is a name that keeps popping up, Tracy, and it has something
to do with either this 555 FI system or another system of some
sort....in what way is this man involved with the FI system?
Is he the guy behind the drawing schematics of the 555 system?
Roger I.
Tracy makes an EFI system for aircraft rotaries.
AKA Real World Solutions.
I did the schematics on the 555 systems.
My early version used the mass airflow sensor but I found
out they were nonlinear. The 555 system requires a linear
sensor (I think) where power is directly proportional to intake
manifold pressure. So I switched back to the manifold pressure
sensor to keep things cheap and simple.
One can always make a computer controlled EFI system. The
Megasquirt  is a good example of a low cost public domain system.
I would appreciate some independent experimentation on the 555 system
as I have my plate full right at the moment.
I have one RX8 engine test stand that I can try it on. Right at the
moment I am dealing with some RX8 coil issues trying to get
it up and running. It has one of Tracy EFI systems so we will do
a bit of reverse engineering using a data acq system to measure
such things as coil dwell time and manifold pressure tap locations.
My friends at Mazdatrix are telling me they are replacing the RX8
coils with LS2 GM/Denso truck coils with heat sinks left and right
:)
Paul Lamar
Roger, While you are kicking ideas around I have some suggestions
learned from a few weeks of Internet searching. I have selected a
ford mass air flow sensor which is a 2 wire sensor (one heated one
not) and is compensated for humidity and temperature giving an
output of 0 to 5 volts. I chose a 5 liter mustang 90MM version with
a die cast aluminum body and have a late model version with ABS
housing as an alternative. For input into a computer chip if the
voltage is converted to digital then cubed plus a fixed number it
is  extremely close to linear over more than the flow range  used by
a  rotary engine.
Second discovery is the
Ford EEC series of computer. The earliest were speed density, not the
best choice. The rest are all mass air flow since 1987. The EEC-IV
can be reprogrammed by installing a chip on the test port which
overrides the internal maps. The EEC-V is reprogrammed  by
reflashing the memory maps.
The EEC computers are used in racing and that includes some F!
engines, formula ford and drag racing. No other OEM computers are
this widely applied. The EEC has two methods of fuel management
either by mapping tables which are used when not at wide open
throttle and include the oxygen sensor input as feedback in closed
loop operation. The tables are in a matrix with each group of
inputs  outputting a value to a higher level map. When the wide openthrottle contact is closed the system ignores all tables andcalculates the required fuel only requiring the mass air flow sensorand if one is present a manifold absolute sensor and  a barometricpressure sensor. For our uses on wide open throttle mode anadjustment in the 0-5 volt MAF  output can alter mixture.
I paid $27 for the MAF sensor and $41 for an EEC-V  from an F250
truck on E-Bay.  For this same test engine I will be using the EDIS
ignition also from Ford at a fixed advance as a stand alone
system. The  truck EEC-V was chosen for the eight sequential
injector outputs  which is required on a four rotor Mazda. The four
cylinder computers  are better suited for a two rotor.
There are at least two rotary engine aircraft using the stock
RX-7 engine computer. I discounted these solely on the basis of cost.
They were all more than $300 at salvage yards and I would have required
two of them for a four rotor. I bought three RX-8 engines and none
of  them came with the computer and the wiring harness was cut off
at the  connectors. The harness is going for $180  which is also discounted
on the basis of price.
I drive a truck I bought new in 1987 which is not garage kept and
have never  had any issues with the engine control systems. I have
also  had two engine failures the same month renting certified
aircraft. I  am therefore more comfortable with a simple, smooth
running robust  rotary  core engine with automotive systems
reliability for control.
george grimes
George,
You are touching on a subject that is all to common in the aircraft
community.
Why is your 1987 outside kept truck reliable, when the ...several times
more expensive aircraft is very maintenance heavy, and have fuel,
ignition and mechanical related failures more often than then
anyone  like to.
This is an issue I debated on another forum not too long ago, and I
think it is mainly from many aircraft owners non understanding of how
things deteriorate.
An engine that is run often, like your 1987 truck, will always be coated
with oil, but I am sure you have gone down the line of aircrafts.
many parked outside and I am sure you as well as I, and all of us,
have seen aircrafts that have been parked at the same spot for
months, and never moved.
None of them are pickled, at the very best there is a cover over
the  cabin glass, but not over the engine, and they sit there, sit
and sit  and sit.
Once in a blue moon the owner comes out and start the aircraft and
go  around the pattern.
Every time he starts that engine it is a demolition derby going on
inside. There is absolutely no oil , nothing what so ever in the
engine, everything has gone to the bottom long time ago, and as any
four stroke can not have any propeller position ( 4 cyl and up)
where all the valves are closed, you can bet on rust in the
bore,  and valves as well.
The aircraft has been sitting through a couple of three days rain
storms, and in between we have the fog.
The exhaust is very simple and straight compared with cars, and can
almost be considered a straight exhaust, ( as many in the
experimental field have) , and internal weather systems WILL
develop  inside that engine, bringing moist to any and all exposed part.
At least by doing a semi pickled engine, it would protect the
engine  for a long time, simple things, like getting a spray can of engine
fogger, turn on the starter, ignition off, and spray into the
intake  for a couple of revolutions. That will leave the engine with
oil  that is coated, that will not leave the cylinders or valves, it
will  stick there, and sit and protect the engine.
There is a lot of engine oil fogger products both in marine and car
parts stores.
It is funny, in the marine community this is clear as a crystal
ball,  while the same practice in the flying community, it is clear
as mud.
A simple made plug, into the exhaust pipe will do wonders, and a
cover that will fit tight over the intake will do the same wonders.
The majority of airplane engines does never reach the stated overhaul
hours, before it needs to be overhauled again, while engines
sitting  in trainers, is known to go well beyond 3000 hours, and
still run strong.
If you KNOW, you will not run your airplane engine in three, four (
at most five)  days or more , spray it, and plug the exhaust, and
intake, if stored in a non heated steel walled building , it gives
only marginal protection,  use the same routine.
I don't care if it is a piston engine, rotary engine, steam engine,
or warp drive engine, that is about the time limit you have,
three, four,.... five days at most, after that time, you have a
dry  engine, and then you are at risk.
I used to say, and still make that statement...if it ever rains at
your  location, ever, do it.
Ok leaving that and back to FI systems,
George, You seem to have ventured into the Ford systems, and have
luck with it, and I can see from what you are saying that the Ford
system  have probably the most versatile options, suitable for a big
range of  options.
I will keep that as an option, ( I really will, I will pursue the
Ford idea based on your description) while looking for a suitable
FI  system.
I stumbled on the 555 system, and had an idea that it would be a solder
together type thing, but realize now that this is highly experimental.
I don't mind to experiment, but I rather have something that I can
venture straight into, and I am feeling more and more that the 555
system still needs development.
I therefore pose a question to the whole rotary community ( or
others) that have seen the 555 system.
Are there any workable 555 systems out there, based on the
description from the rotary website, that is working, and functioning?
Similar systems work, we know that, Klaus Saviers system works
wonders, and it could be bought, so could a couple of other
systems,  in kit form, but they are developed to a point where they
will work.
I really like the idea with low Amp draw , no computer, and
simplicity of the 555 system, and very low cost,  thats a real
winner in my opinion. The system have all the attributes of a
winner,  but I start to hesitate if I need to be a developer also,
 ...I can  do it to some extent, and probably have to, because
whatever I get,  it has to be tuned to my specific application, but
are afraid of  being drawn to heavy into the basic development loop,
....I just  want an FI system, thats all.
So, are there any 555 systems up and running now?
Roger Isaksson
http://www.team-bhp.com/forum/motorbikes/4615-fuel-injection-india-
bikes.html
However I am a bit more optimistic because a
fuel injection system is rather simple. A 555 CMOS version is a miniature
fuel injection system in a one dollar 8 pin IC chip. One pin is RPM
input another zero to five volts input for engine load and a
variable pulse width comes out another pin for the fuel injector. I
have enough experience designing computers with IC circuits dating
back to 1975 so I know it will work. Prior to that I was building
radio control model airplanes (with tubes) as a teenager in the
early 1950's. Read the "Who is Paul Lamar" section on my web site
to  see what I have done over the years. http://www.rotaryeng.net/who.html
BTW I learned to fly Cubs and Champs at age 14 in exchange for
washing airplanes.
If you build a 555 system I have time to help by email.
Paul Lamar
Roger,
If you want something you can get up and running fairly quickly, George
is on
the right track. The Ford systems are reliable and readily available
(read inexpensive). Ford has a book available on tuning. It is
sort  of directed at the Mustang crowd but covers all the systems.
It has  been a few years since publication, but what you need is in
there. A  system for a 4-banger is the deal. If your AC has dual
systems then  you install two and can A/B them so each can be tested
at runup individually.
If you need more fuel flow while running individually, upsize the injectors
for the displacement increase from what the ECU was set up for.
That  will get  you close.
You could use the O2 sensor with Mogas during the tuning process.
There is a couple of places to put the potenciometer for leaning.
Then remove the O2. It can be tuned without the O2 also so you can
use avgas.
These are set up since going to sequensial for a MAS. Newer ones
are  designed  for coil on plug. Nothing wrong with the ones that
use the waste  spark for your 0-200. A bit less expensive than the
individual coils.
Dale Davies
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Dale ,
I am starting to lean towards doing the 555 system, it's a personal
challenge...I can see from the correspondence that you all have,
that in many respects, you are well over my head, and I want to
struggle through something like this, I really don't mind it, but
don't want a big research project either, so I think a 555 system
will put me about where I need to be. ....but by all means, I
wouldn't mind looking at the Ford system as well, George mentioned
it earlier, and I promised to follow up on it, where can I get info
about the Ford FI system?
Roger Isaksson
In my computer experience basing anything on a sole source device
is sooner or later going to bite you. Manufacturers move on.
They MUST continue to lower the cost by redesign or go out of
biz. The 555 is made by half a dozen companies world wide.
It so ubiquitous you probably have two or three in the house
with out knowing it :) Look inside the toaster as a start :)
Paul Lamar

Hi Roger,

The book you want is;Ford Fuel Injection & Electronic Engine
Control. The author is Charles O. Probst and the publisher is;
Robert Bentley. These can be gotten at a Ford FRPP ealer or many
speed shops carry them.

You could use just the throttle plate from a 2V carb such as the
Holleys or the Autolite Fords. Some where down stream you could weld
in the injector bungs. Whether you use the Ford EDIS or the 555
chip. The EDIS is proven and reliable. Parts can be had at almost
any auto parts supply here or in Europe. They were used on the Ford
Focus in various variants through the years.

Dale Davies

I don't recommend throttle plates. Aerodynamically they suck.
Here are some shots from Porsche. The guy in the picture is in charge
of race engine development at Porsche.

Slide throttles are better.

http://www.rotaryeng.net/fund-of-intake.html

Paul Lamar

Hi Paul,

You will not get an argument about the virtues of a slide throttle other than
the fact that a throttle plate is quick and simple to implement.

Dale Davies

Ours slide throttle is a breakthrough in ease of building :)
Teflon made it possible.

Paul Lamar