I see people wondering about Powerjection III from Performance Products. Avoid this product I think is the best advice I can offer. I have attempted to get it to work with their "self-learning". There is simply a lot of omitted information regarding this product.
There is a favorable writeup in Mustang & Fast Fords (along with some others) about how great this is. They say something like "in a flash we had the old mechanical pump out and the new EFI pump in it's place..." What they don't tell you is that there is already an existing electric fuel pump at the tank to supply their EFI pump - which people probably know an electric fuel pump is better at pushing, not pulling.
These types of information omissions are sheepishly revealed if you directly ask someone on their tech line on YOUR nickel why their documentation seems to contradict itself and some of the writeups some of which their rep's are actually participating in.
Now to the part of how it actually works (or doesn't). I think Steiner is on the money when he said "There are some little niggles". I spent 20 minutes trying to get a hot restart on the side of the road on my 3rd attempt to allow the car to "self dial". This was not an issue with underhood heat either because the ecu was something like 117 and the water temp was around 165 at the time. I finally got a hot restart by vastly increasing the band width in one of their menus related to cranking based on an instinct. After a few times of the motor barely catching with one sput with the increased pulsewidth settings, I mashed the gas and feathered the pedal to prevent stalling (which happened several times) and immediately headed for home to arrive to a very PO'd missus (who was justifiably so because we were supposed to leave for somewhere and this was just going to be a "quick" around the block "self dial" trip). Their documentation actually says "Drive your vehicle and enjoy!" -Not!
Their default fuel map never even started the car. It would only sputter with the help of a blast of starting fluid while you tripped the starter solenoid with an external switch.
So I went to the next supplied base map - the one for the Big Block that revs to 4500. Only got it to start with this by retarding the time by 20 degrees, then discovered a setting (that can be changed thankfully) that primes the motor before you start cranking - which was impossible with 12 degrees initial advance with 10:1 compression and a full snoot of air-fuel before the motor even revolved a degree. Figured this out, restored inital advance and went for a "drive". Opening the throttle to attempt to accelerate cause a series of bad stumbles complete with pops and bangs, a brief few moments of pretty good acceleration until the 4500 rpm barrier was hit with lots of stumbles and bangs. When I let off to shift to 2nd gear - KABOOOOOOOMMMMMMMMMMMMM!!!!!!!!!! out the back - must've scared the **it out of the people in the minivan behind me
There's a setting for decel that sets pulsewidth to zero under certain conditions. If you have a manual transmission, it will cost you a set of new mufflers until you figure out how to disable this.
Overall the motor had a hard time getting to 5000 rpm at which point I gave up and went home to try a 3rd fuel map that is also supplied. Long story short - the 3rd map, supposedly good for 6500 rpm and 400 pound-ft of torque sucked and performed exactly as badly as the one for the big block with 450 pound-ft of torque.
Emailed one of their tech guys with specs on my motor and detailing some observations/experiences with the 850 dbl pump before and with the Powerjection III now. Followed the instructions in his reply explicitly, and the results were even worse. Part of that experience was the 20 minute by the roadside ditty mentioned above.
I went with their fabled Fuel On Demand (FOD) "returnless" setup. I spent a great deal of time fabricating 3/8" steel tubing for all high pressure lines, drilling out and polishing radiuses inside fittings to make sure all high side fuel lines maintained a truly consistent inside diameter. Their fabled Fuel On Demand (FOD) setup is fed with a Carter high volume mechanical pump less than 12" away also via 3/8" steel tubing w/ no kinks -even sprang for a new/better tubing bender at the beginning of this project and a 37 degree flare tool. The Carter fuel pump was able to supply an 850 Holley dbl pmp with 9 unwavering psi at WOT at 6700 rpm and climbing on a .030 over Mopar 440 w/ Total Seal gapless rings, Arias quench dome pistons, polished chambers, valve bowls and a .224/.230 @ .050 cam with about about a half inch of valve lift on both Exhaust and Intake. The intake is an Edelbrock Torker II single plane and the aircleaner is a 14" x 4" tall open element. Also, your existing drop base aircleaner won't fit - it looks like it should, but it won't. I had to cut my base to clear what looks like float bowls and weld in some stainless steel sheetmetal sections to get my aircleaner to fit under the hood. I got the idea to use the mechanical pump with their FOD kit from several of the glowing reviews about how great this product is and discussions with their tech people on my nickel (did I mention you have to pay to talk to them even after you paid over $1000 for their product?).
I have actually had an easier time tuning Chrysler 6 pak setups that I got in a basket than this so far - if you can believe it.
Sorry guys, wish I had some positive experience to relate. I actually eagerly waited for months after the announcement of their 70028 kit until they actually released it for sale to buy it so you can imagine my disappointment.
I am going to try and post this experience on as many message boards as I can because I think people should know what this product actually performs like given all the promotional "...works for any engine..." "...if your combination is even close, you'll be fine because it's... Self learning!... " hullaboo.
To give some perspective, I've rebuilt 5 engines that I can think of -Ford, Chevy and Mopar, 3 transmissions, a Ford 9", and a bunch of motorcycles and lots of carburetors (including multiple carb setups) over the years and still maintain 2 modern fuel injected regular drivers including one that came with a salvage title (cheap!) I may not be the world's most experienced mechanic, but I'm not a beginner either.