I have driven my 71 B20E for 35 years. I accumulated spare components to plug in for problem solving. The only major component failures in 250,000 miles has been the MAP, TPS and the CLT sensors. I have have multilple failures due to the wire harness failure caused by worn out wire insulation and connectors.

Rather than replace the FI with carbs I converted my FI to a Megasquirt II system. I made a new wiring harness, used refurbished stock injectors and replaced the old ECU with a ECU that is programed from my laptop.

There was a huge learning curve, a lot more science was required than a carb conversion. So far reliability with MSII has improved over the D-jet mainly due to the new wiring and hardware.

The car is so much more fun to tinker with now. The D-jet and carb systems are not as adjustable as is the MS II system.

Regarding the previously mentioned fuel fire risk, I agree with replacing all old fuel lines with high pressure fuel hose and clamps to avoid fuel leaks and fires. Include having the hoses on the fuel injectors replaced as well at Cruzin Performance. Most all the old non refurbished injectors in cars are fire risks.

Nice new booties on an old D-jet wiring harness make diagnosis of broken connectors difficult because the connections and old wires are covered with the boot.
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Antique Swedish Steel 71 142E color V#102