Thanx, that explains a lot!

When you go around corners and the fuel tank is low on petrol, it may suck air for a second. This doesn't bother a carburetor because it has a fuel bowl that it draws from. But EFI will stall if the fuel flow stops for a second.

So you have to prevent this problem. Modern cars with EFI have a fully baffled fuel tank with special fitment of submerged fuel pump. Older cars don't. So you can either swap the fuel tank, or you can add a small tank thats always full and has the EFI pump connected to that. The small tank is kept full by a low pressure pump, such as the the stock A12 pump. The main EFI pump is usually medium pressure, say 20 to 40 psi. It's called 'anti-swirl tank' because the fuel won't swirl/slosh to one side, away the fuel pump.

Or you could just keep the fuel tank at least half-full.

I went through it, but im still unsure what the surge tank does? Is it used to collect excess fuel going to injectors, then returning it to fuel tank?

Read up on it in Datsun1200.com Tech: EFI and Tech: Turbosupercharging

How does the surge tank work?
Also how would turbo work on this setup?
Even though the injector is further from valve, it should still be better than with carb.

You can use many factory OEM controllers in a fuel-only setup for cheap. Get the ECU and all the wiring and sensors.

The hardest part is the fuel. You need a medium pressure fuel pump and a surge tank (swirl pot) , or a new fuel tank.

You guys are making me think now! Im going to look into that toyota ITB With a feul only managment system

They work well primarily because you have a (more or less) infinitely tunable setup to provide the right amt of fuel for whatever airflow/conditions/driving style is experienced at any given moment.

One thing to be careful of, however, is that the point of injection is relatively remote from the intake valve/cylinder, so you have to give more thought to fuel distribution, or more specifically how _that_ is affected by the inlet manifold choice. You're still going to risk (albeit to a likely lower extent) mixture distribution inconsistency/fuel dropout if (and its a very important if) the manifold it is fitted to isn't ideal on mixture distribution to start with.

What _will_ probably come as a shock is the fact that introducing fuel earlier on (provided you pay attention to the above issues, if they arise) gives it more time to cool the intake charge, which leads to greater intake charge density, and a small gain in power vs efi that is metered in near the manifold/head meeting point, and much nearer the valve. It's not uncommon on dedicated race setups (where allowed) to find injector placement to be very high - even outside the intake trumpet/bellmouth in some cases.

One thing is absolutely certain, it will outperform _any_ carb that isn't 100% optimised for he application (and is generally a hell of a lot easier to optimise than said carb setup)

What needs to be done to the manifold?
As i undestand its normal carb system just with carb mods, ecu and propably elec fuel pump. Would there be anything else?

early mitsubishi cordias used a similar "centre point injection" idea

i think some ford falcons did too in the early days?

theres probably heaps of production models that received a similar injection system

i think the hardest part of injecting (besides paying for the ecu) is the fuel system, if your going to the effor tof everything else put in the extra what 10-20% effort to get the injection manifold sorted