Date:         Fri, 6 Nov 2020 02:33:24 +0000
Reply-To:     Dennis Haynes <d23haynes57@HOTMAIL.COM>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Dennis Haynes <d23haynes57@HOTMAIL.COM>
Subject:      GoWesty Engine Management system
Content-Type: text/plain; charset="iso-8859-1"

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