So my dad was down for Christmas... Of course we talk cars and all of his projects. We get into the subject of the 80 pinto and putting in one of the many 2.3 turbo motors he has. I mention MS as it's not 30yr old wiring and its "easy" programming. But my conundrum is I feel MS2 is the way to go but I'd like to do individual coils and dump the problematic TFI module. Thoughts?
In all honesty- go big or go home. Ms3 all the way. I was gonna ms1 my celica. Searched and saw the capabilities, so then decided ms2, then search, then ms2.5, now I could do just that but if I'm doing MS at all its for better power and adjustability, which arrived me at ms3, to which i looked at my bank account and realized "I'm good with my stock system..."
Cop is not needed. Go EDIS and a ms2. Cheap and reliable as a hammer. Been down that route. Wanted cop then I did my homework a realized it did not gain me anything.
why do you think you need cop?
I would say the MS2 is minimal for you. It can be made to do full sequential fuel and ignition if desired with additional circuits. It is however limited in terms of IO and you may well find out expanding its capability (with added IO boards and drivers) will end up costing you as much or more than an MS3 with MS3X.
I went the MS3/3X route and am glad I did because I have been able to integrate a lot of things I didnt think about before I started actually integrating the MS into my race car. I like having both USB and data logging as built-in features. I use the RS-232 port for a Bluetooth adapter that connects to a smartphone for an aux display of things like Lambda, digital speedo, (and for fun...Gear) so its nice having the USB to access the MS without having to unscrew the BT adapter. I added a toggle switch and made some minor wiring mods to select which port, Serial or USB, is active since they are wired in parallel on the MS3 board and cannot be used at the same time. I like the MS3 ability to data log without needing a PC connected, and the fact that the SD card and logs can be easily removed and plugged into a PC for analysis.
Also, I agree that COP (and full sequential ignition) does not buy you much beyond eliminating high voltage plug wires. I went 2 coil wasted spark and full sequential injection.
I'm going to disagree about fully programmable spark. Spark timing has a huge influence on performance, and making sure that the rotor is pointing near the node that you want it to is limiting.
Either COP or just distributorless is a big benefit over a distributor.
Who are you dis agreeing with?
If you are referring to EDIS it is a fully programmable wast spark system. I run it on my 924s with a MJLJr.
In reply to dean1484:
Seems like some are suggesting that distributor spark will be good enough- which is what I'm disagreeing with. Not sure if that's what's being said.
It's not just that distributor spark is weaker than wasted, the distributor is a lousy source of engine position and speed. It is at the end of a chaotic drive system that includes a rubber band (tail wagging the dog). 4 reference points per revolution is not enough. Crank triggering is the way to go (36-1 points of reference each revolution). Wasted spark also allows more dwell time (or more time for the coil to recover between sparks). A wasted spark coil only fires twice per revolution.
Also an MS2 will do 4 cyl COP with a little work.
I hates distributors! 
They are barely good enough. If I'm makin some power I want my sparks dead nuts on the money (not helter skelter). For just a little bit of cash and labor you can chuck that wobbly POS in the dust bin.
Definitely agree with AlfaDriver - you get a LOT more timing accuracy with a crank fired ignition. Throw a timing light on a distributor and you'll see the markings bouncing around a little. With a 36-1 crank trigger, you'll swear the engine is shut off when viewed with a timing light - those marks are going NOWHERE!
I'd go direct coil control instead of EDIS - this will allow you to set the spark cut rev limit wherever you want it, which is useful for things like launch control. This is pretty easy to do with MS2 now. The sequential injection mods to MS2 are a bit of a pain, so if you are thinking of using that, I'd start with an MS3.
I only have $300, so MS3 is out. Plus this project will "only" be about 250-275hp. On top of that, I have to make this thing as bulletproof and easy to fix as possible for him. Turbo 2.3 parts are getting scarce unless you have an open line of credit at Esslinger......
You might reconsider the TFI and stick with the stock 2.3 injection with such a tight budget.
I think you should consider trying to get a complete whole EFI motor with the ECU and wiring and what not and transplant that. Splice in power and grounds as needed and you have an easy modern foolproof motor with way more HP than stock. You could probably get one for close to your $300 budget with some carful shopping.
Ranger50 wrote: I only have $300, so MS3 is out. Plus this project will "only" be about 250-275hp. On top of that, I have to make this thing as bulletproof and easy to fix as possible for him. Turbo 2.3 parts are getting scarce unless you have an open line of credit at Esslinger......
Is $300 just for the ECU or is the that entire budjet?
ECU for 300.
No way am I chancing late 80's wiring and technology in this car....
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