Megasquirt Progress, Main Board complete Options

[yarin]

Tonight I have completed building the main board for my MS II V.3.0 system. Thanks to those that have helped out. Once i'm all finished I will definitely post a complete "How To MegaSquirt a 914" website with pics and step by step. So far i'm still at the desk level. I've got 2.0 injection parts on the way.

I'll be using the following:

stock injectors
GM air temp sensor
stock fuel pump
summit racing manifold referenced fuel pressure regulator
stock injectors (i think 2.0s are on the way)
stock plenum / runners
stock CHT
MS Relay Board
Innovative WB02
High Current ignition driver
Stock dizzy with pertronix (hall sensor)
Stock Bosch Blue Coil
PWM Low impedence injector driver (no resistors)
Stock Cold start Valve (plan so far)
Stock throttle body with some junkyard TPS

Here is a pic of my board, took me a few hours a night every night this week. I took my time, double checked everything. So far so good!

I don't expect to have the system in the car for at least another month. I'm converting from carbs so I want to install steel fuel lines and clean some stuff up.

I'll be sure to post progress in the forums. (IMG:http://www.914world.com/bbs2/html/emoticons/smilie_pokal.gif)

[Jeff Nelson]

I think there might be some confusion as to what a rising rate FPR is versus a manifold-pressure referenced FPR. (Both change FP as a function of manifold pressure.) The later changes the FP 1:1 with manifold pressure whereas the rising rate FPR can be adjusted to change at some other ratio. For guys that run boost that can be a good thing. If you think of "rate" as "rate of change" then "rising rate" would be a rising (increase) in the "rate of change". For instance the rate may be 1:1 at idle but increase to perhaps 1:3 at boost. I'm not familiar enough with boosted applications to explain why this is desirable.

Are the specified components in MS spec'd for the temperature range experienced in the stock ECU location of a 914 engine bay? If so then that is a nice place to put it.

I've got a 2.0 and have some concerns regarding the use of the 2.0 injectors. One is the excessive flow capability and getting a good idle and the other is the electrical connection. I understand that the L-jet injectors have a superior connector. Do they work with the D-jet mounting components, that is the part that clamps the injector? What would be a specific L-jet injector that would flow more like the 1.7 D-jet parts but have the better connector? Would the 1.8 Subaru injector mount ok with the stock D-jet parts? What is the connector on the Subaru part? There is a good page at SDS showing a number of different injector styles: http://www.sdsefi.com/injectors.htm (This page indicates that the Subaru connector is not the one used on an L-jet injector.)