Testing D-Jet FI, Got a few questions Options

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I'm prepping a 1.8L engine for the red 914 to replace the leaky 1.7L with one cylinder low on compression that's in the car. The installed engine has dual IDF40 Webers on it now.

When the PO bought the car, it had FI and was not running or was not running good. He took it to a local 356 shop and they pulled the FI and put on a single Weber just to get the car running.

When the 356 shop moved locations, I received a box full of FI stuff from the car. My goal is to test each component and get the FI running again. I've tested most of the components including the distributor contact points, temp senders, throttle switch, and MPS.

For the MPS, I just tested for vacuum leakage. It was leaking pretty badly so I took it apart and sealed it. I'll test it when I test the FI brain.

I got a few questions that I'll get to in a few posts. First question is will it damage injectors if they are operated w/o fuel pressure? I plan to run the brain with injectors dry.

Here's all the stuff I received:

[Spoke]

The drill+distributor worked well to show that the distributor contacts were ok but the drill is hard to set at a certain speed and also makes a lot of noise.

There are 2 contact points 180 degrees out of phase with each other and open and close once every single rotation of the distributor (2 rotations of the crankshaft)

To simulate the 2 contact points of the spinning distributor, I use 2 FETs, one for each contact. To provide the speed, I use a 555 timer with potentiometer to vary the engine speed.

The 555 is followed by a CD4040 ripple counter. The ripple counter slows down the frequency from the 555 (it was too fast) and also squares up the output. By choosing different outputs of the ripple counter, I am able to get the engine speed to vary from about 100RPM to over 5000RPM. The ripple counter is followed by a CD4049 hex inverter. One FET is driven by a single inverter and the other by 2 inverters to provide out of phase signals.



To simulate the CHT sender, I used a potentiometer to vary the resistance from 3500 ohms (engine cold) to 1000 ohm (engine hot). The resistor with lead pointing up is 1000 ohms so when pot set to 0 ohms, the CHT sender is 1000 ohms. The other 3 resistors in parallel with the pot lower the 5K ohm equivalent resistance to 2.5K ohms.