With the road tuning I logged some high tps stuff after correcting down low, and found that the car needed fuel up top too. I looked it all over with the data points I had, and I ended up just adding 6 percent fuel everywhere from 2500 to 6500 and above 40 percent tps, its needs were pretty even across the board. This got it quite close, if still a touch lean, so then from there I started fine tuning and logged and revised quite a few times now. When it got down to it, it wanted higher ve numbers everywhere. Starting with large corrections at low rpm and a bit smaller up top, but having given it the fuel it wanted, it seems to have recovered what it lost low rpm torque wise pretty much everywhere, and the torque is broader, surges towards a very strong top end for the last 2000 revs, and pulls towards the top end with more of the feel of the 20v 4age how it kinda surges. I really think it suits how an ae86 should feel. It finds the limiter easier. Before, with the throttles 80mm closer to the head, it was more snappy on the first touch, maybe better for drifting or whatever where the instant delivery of peak torque in the mid revs will get it to initiate, but how it is now, it feels more planted, more linear on the pedal and more in control especially when corners come into the equation. It also feels a more composed engine at high rpm to the point where you want to keep it there.
From here its time to dyno the car and confirm the gains from moving the throttles upstream, then move on to the upstream injection problem. Basically I just need to mount the rail. I need to have a couple pieces machined, and then I can plumb it up and install the 8x Denso injectors I have from a Yaris (200cc). 4 in the upstream position, and 4 in the downstream position. The hope being that adding fuel a further 240mm above the valve with the secondaries will improve the mix of the fuel as the primary direct port injector bank maxes out in the mid revs. As I understand the the adaptronic will do it, its just a question or how well it will work. As I understand the software, the computer will no longer be sequentially injecting fuel rather reverting to semi sequential in 2 phases to allow the number of outputs required. When the primary injector begins to max out, it should introduce the secondary injector to get the mix right. As I understand ti it just uses the 2 injectors to supply the fuel volume as required by the VE number in a single table, so no need to map individual injectors. As for how well this works in the field, I dont know anyone that has done it. I may well find it easier to use the stock injectors in the upstream position, and if it cold starts ok, why not just get all the fuel from this location?