My latest Megasquirt install, MS2 w/ITBs, wasted spark, relay board and custom harness Options

[aircooledtechguy]

Megasquirt EFI is an amazingly capable system that is 100% tuneable. It is, however a mis-understood system and many of it's detractors have either not actually used it themselves or have used a cobbled together system of mis-matched parts. After 8 year of working with Megasquirt and doing installs, I have found that buying a complete, well engineered system with a quality harness is key to success. Also having an expert tuner can't hurt either.

Some may know that I work closely with Mario Velotta from The Dub Shop for all my Megasquirt parts and kits as well as tuning help. Here's a very typical install of one of his kits. You don't need the buy the most expensive kits to get a great running car and Mario will not up-sell you things you don't need for your application.

This install was on a 914 2.0L that had factory D-jetronic. Normally we would keep it plenum based re-using much of the factory parts, but with the TB badly worn and this clients desire to clean-up the engine bay, so we went with 40mm ITBs with modern 32# injectors. Ignition is a crank triggered (36-1 wheel mounted behind the fan w/ a bracket and hall sensor) using a coil pack and 8mm plug wires. Exhaust sampling is with an Innovate LC2 All sensors are wired through custom made harnesses. These feed into a relay board. This relay board is not a piece that is 100% necessary to use, but I feel it simplifies and cleans-up the install by getting all fuses and relays used into one neat, clean compact footprint.

The install took about 2 days. This included careful removal of the old D-jet system and installation of all the components is the new system. We chose to mount this system in the fwd, right end of the rear trunk. Probably the most difficult part of the install was installing the hall sensor bracket with the engine in place. While totally doable, it was a tedious part of the job.

Mario came out to assist in the in-car tuning. The result of a 2-2.5 hour drive is smooth as silk driving from idle to red line, under light throttle or heavy. Acceleration is smooth. No bucking, burping or farting Here is a short video of the test-drive and an over view of the install.

https://www.youtube.com/watch?v=e9rcczRTG_M...e=youtube_gdata

[sixnotfour]

Nice job Nate,, That was my Dads 76 .... dad 2.0, me2.4-6, mom 2.0, son 2.0, Now the current owner Craig..2.0 TB mega...

Great 914 (IMG:style_emoticons/default/driving.gif)

[falcor75]

Dammit! you're making me regret not going with MS (IMG:style_emoticons/default/smile.gif)
Awsome video, makes me anxious to get my own ITB and fuel injection setup completed.

[aircooledtechguy]

Nice job Nate,, That was my Dads 76 .... dad 2.0, me2.4-6, mom 2.0, son 2.0, Now the current owner Craig..2.0 TB mega...

Great 914 (IMG:style_emoticons/default/driving.gif)

Thanks. This car is an absolutely squeaky clean and well sorted car with a great history!! I think Craig will like the improvements in its drivability and performance. We also added a Tangerine Racing Evo IV.

[BeemerSteve]

Megasquirt EFI is an amazingly capable system that is 100% tuneable. It is, however a mis-understood system and many of it's detractors have either not actually used it themselves or have used a cobbled together system of mis-matched parts. After 8 year of working with Megasquirt and doing installs, I have found that buying a complete, well engineered system with a quality harness is key to success. Also having an expert tuner can't hurt either.

Some may know that I work closely with Mario Velotta from The Dub Shop for all my Megasquirt parts and kits as well as tuning help. Here's a very typical install of one of his kits. You don't need the buy the most expensive kits to get a great running car and Mario will not up-sell you things you don't need for your application.

This install was on a 914 2.0L that had factory D-jetronic. Normally we would keep it plenum based re-using much of the factory parts, but with the TB badly worn and this clients desire to clean-up the engine bay, so we went with 40mm ITBs with modern 32# injectors. Ignition is a crank triggered (36-1 wheel mounted behind the fan w/ a bracket and hall sensor) using a coil pack and 8mm plug wires. Exhaust sampling is with an Innovate LC2 All sensors are wired through custom made harnesses. These feed into a relay board. This relay board is not a piece that is 100% necessary to use, but I feel it simplifies and cleans-up the install by getting all fuses and relays used into one neat, clean compact footprint.

The install took about 2 days. This included careful removal of the old D-jet system and installation of all the components is the new system. We chose to mount this system in the fwd, right end of the rear trunk. Probably the most difficult part of the install was installing the hall sensor bracket with the engine in place. While totally doable, it was a tedious part of the job.

Mario came out to assist in the in-car tuning. The result of a 2-2.5 hour drive is smooth as silk driving from idle to red line, under light throttle or heavy. Acceleration is smooth. No bucking, burping or farting Here is a short video of the test-drive and an over view of the install.

https://www.youtube.com/watch?v=e9rcczRTG_M...e=youtube_gdata

Hey Nate! I was there yesterday for the final install and I must say this system plus the professional installation done convinces me that my current MegaSquirt will be most improved by you......thanks for letting me sit in!
I will be doing away with my current cobbled D-jet injectors and going for the TB plus cleaning up the wire nest that the previous owner made.
Unfortunately, I had to leave before the start up which at the time they were narrowing down to starting.

Thanks Nate and Mario for helping me find a solution to my bad running 914 plus meeting you guys.

Steve

[GregAmy]

Nice.

Normally we would keep it plenum based re-using much of the factory parts...

So...any interest in pursuing that? It would make a nice upsell and should improve tunability and drivability. - GA

[aircooledtechguy]

Hey Nate! I was there yesterday for the final install and I must say this system plus the professional installation done convinces me that my current MegaSquirt will be most improved by you......thanks for letting me sit in!
I will be doing away with my current cobbled D-jet injectors and going for the TB plus cleaning up the wire nest that the previous owner made.
Unfortunately, I had to leave before the start up which at the time they were narrowing down to starting.

Thanks Nate and Mario for helping me find a solution to my bad running 914 plus meeting you guys.

Steve

It was great meeting you too. We fired it only 30 minutes after you left. . . (IMG:style_emoticons/default/dry.gif) Sorry you missed it.

Nice.

Normally we would keep it plenum based re-using much of the factory parts...

So...any interest in pursuing that? It would make a nice upsell and should improve tunability and drivability. - GA

It's not hard to keep all the factory plenum, TB, runners and air cleaner assembly. In this case the owner wanted ITBs due to the poor condition of the original TB. If the original hard parts are in good condition, you can save a fair amount of money that way for sure.

There's "up-selling" and there's informing someone on the advantages/disadvantages of both and giving the client what he asks for. This was the later. As far as tuneability and drivability goes, when you dial ITBs in, you get both.

[mepstein]

Can you make a setup to work on a Porsche 6. We are looking for a bolt in kit to purchase. If available, we would buy in quantity.

[rhodyguy]

i'm going to have to think about this…a set of dels and a set of webers to sell off would go a long way towards this package. i'll be in touch with some questions. hard to not like that dual throttle body sound.

[Dtjaden]

Mario could easily put this type of kit together. Although I only have bought a few parts from him I can attest to his capabilities.

In my Megasquirt system I decided to use as much of the existing D-Jet system as possible both to reduce cost and because of the challenge. My engine is a 2056cc with a Webcam #86 camshaft which is slightly more aggressive than stock. The Megasquirt ECU controls both fuel injection and ignition. The D-Jet parts I reused are, starting from the top:
- Air filter box
- Throttle body
- Plenium
- Intake runners
- Fuel injectors
- Cylinder head temp sensor
- Fuel pressure regulator

Things I added:
- Crankshaft position sensor and wheel (The Dub Shop ~$140)
- Intake air temp sensor (GM part, ~$15)
- GM LS2 ignition coils, one per cyl. (eBay ~$60 total)
- Throttle position sensor (Bosch, used ~$20)
- FI fuel pump and filters located in front trunk (Walbro ~$150)
- Wideband O2 sensor and cockpit gauge (innovate ~$200)
- Megasquirt MS3X (DIY Autotune ~$490 as kit, $660 fully assembled)
- Wiring harness (DIY Autotune ~$80)
- Injector driver board (Jbperf ~$60 kit)

I made my own relay, fuse and terminal board that I also use to mount the Megasquirt enclosure. My cost for that was about $50. Finally I used Delphi Weather Pack connectors throughout including two 22 pin bulkhead connectors thru the back trunk. That lets me drop the engine by just unlocking a handful of connections. All told about $100 worth of connectors.

My cost into this part of the Megasquirt system is about $1,600. This includes some miscellaneous tools and automotive wiring that is not a one time expense. So, if I would sell the Webers, fuel pump and distributor that I took off my net for the Megasquirt system would be $700 - $800. And it was a fun project!

[aircooledtechguy]

Can you make a setup to work on a Porsche 6. We are looking for a bolt in kit to purchase. If available, we would buy in quantity.

Contact Mario directly for a kit like that (www.thedubshop.net). I have no doubts that he could. I know he's done several Motec conversions for Porsches so doing one that is Megasquirt based should not be a problem for him.

[mepstein]

Can you make a setup to work on a Porsche 6. We are looking for a bolt in kit to purchase. If available, we would buy in quantity.

Contact Mario directly for a kit like that (www.thedubshop.net). I have no doubts that he could. I know he's done several Motec conversions for Porsches so doing one that is Megasquirt based should not be a problem for him.

thanks

[pete000]

(IMG:style_emoticons/default/pray.gif) (IMG:style_emoticons/default/drooley.gif)

That is one fine running 914 !

Very impressive, I was just talking to a colleague about what the ultimate set up would be for the type four. Exactly what you just did !

Nice !

[ndfrigi]

Nice! now looking forward to finish my 71 1.7 Megasquirt that i acquired last year. A day after towing it from the previous owner and after a year of not running due to the rear passenger side suspension console damaged, I initially install a battery, put some fuel, checked all vacuum lines and gas line and also if there is a good oil. Then with just one start, the engine run and it just drop in a few seconds to an idle around 800 rpm.

[john77]

Man, that sounds nice. I have a friend building me an m10 with itbs/efi for my bmw 2002 right now. Given the trouble I've been having tuning the webers on my 6 conversion it got me thinking about putting a similar set-up in the 914, but I figured it would cost $$$ to do. Without bringing logic too much into it, is the dollar/power return worth the investment?

[jd74914]

Without bringing logic too much into it, is the dollar/power return worth the investment?

Dollar/power is probably not worth it if you are looking at just peak power since you can tune a set of carbs to be pretty perfect at one engine speed. If you are looking for overall drive-ability, both through the rev range and in different weather/altitude conditions, my opinion is the EFI is very much worth the investment. Your fuel economy would also likely greatly increase.

-------

Random thought, but the one thing I've always been curious about is the resale value of cars converted to aftermarket EFI systems. Does anyone know? As someone who has put a few different systems on different engines from scratch, buying someone's retrofitted car doesn't bother me. Is that true of the general public?

[nine9three]

What do you think you are gaining over a properly functioning d-jet system with respect to HP or torque?

[Dtjaden]

I am also curious about the resale value. To that end I am documenting all of my wiring - MS3 to terminal strips, connectors, color codes for wires and routing if appropriate. The next step in documentation will be all of the parts that I used and my tuning process.

As far as advantages over standard D-jet, it let me use more displacement and a more aggressive cam and eliminate the distributor.

I would not recommend the direction that I took, using as much of the existing system as possible, for most 914 owners. I sent the injectors off for refurbishing and flow testing. I needed to fabricate a mounting location for various components. And finally, since this was far from a "stock" configuration, patience is needed to tune the Megasquirt ECU. For me this was mostly fun but there were frustrating moments.

[jim_hoyland]

Great thread ! What are you referring in post 1 for modern 32# injectors ?

And, how applicable could this mod be for an L-Jet ?

[Dtjaden]

One way injector flow is rated is pounds per hour (#) at a specified fuel pressure. Another way of rating is cc's per minute. The injectors in a 1.8 & 2.0 914 are rated at 30.5 pounds per hour / 320 cc per minute at 43.5 pounds of fuel pressure.

Megasquirt is equally suitable for L-jet as it is for D-jet. With L-jet you can eliminate the movable vane air flow sensor. There is one issue for those of us in CA, if you have a 1976 914 you are still required to have the car smog tested with the equipment it was sold with.

As an example, the D-jet 2.0 injector with a flow rate of 30.5#, in a 4 cylinder engine, with fuel pressure of 32#, at an 80% duty cycle would support up to 165 horsepower.