Grant:
I actually prefer the look of a single 12-plug distributor. Modern air cooled motors use electronic triggering with the mechanical distributors and it's a very reliable and good performing way to go. There are coil on plug solutions, but they are overly complicated and don't provide that much benefit over a distributor with a custom curve. Don't think the Crankfire ignitions are that well loved among the top builders.
I'll give Andial a ring, but I think many of their best folks have retired or relocated.
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73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs), 06 EVO9 with track mods. Former: 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550
We used an dual-plug, individual throttle body & coilpac EFI set-up from Clewitt http://www.clewett.com/index.php?main_page=product_info&cPath=2_56&products_id=21&zenid=1fff1f8d69a0582d3d195d53476ce12a with Electromotive engine management. It was a 3.0 so we had to use crankfire, if you were going with a 3.4-3.8 you wouldn't need to. It was a very neat and tidy installation and looked very much like period MFI with coilpacs. We were allowed to run it in HSR and SVRA back when they were more strict about period look and feel.
I've attached a picture but it shows the car with street airfilters and a huge exhaust to try and quiet it down. I can't remember but I think we were doing a mainstreet show and shine or something at a track with noise restrictions. It usually didn't have plates or that exhaust.
I wouldn't call it too complicated at all, you just have to have someone who knows that they are doing and to stop yourself from dicking around with the set-up once it's done. You also need to spend a good few hours on a dyno with the engine. That 3.0 litre engine ended up making just over 390hp at just under 9000 rpm. We would rev it to 9300-9400. Sounded nice.
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Past-President, Porsche Club of America - Upper Canada Region