opinions pls MegaSquirt down the road, What should stay, what should go Options

[cgnj]

Hi,

This is regarding the 73 that I purchased for my son.
It appears to have been a 2.0 appearance group car that is currently sporting a W code 1.7, (claimed to be 1.8) pulling 125-135 in all holes.
I have a complete GA motor with FI to donate to this car. FI condition is unknown.
Have running 1.8 with Ljet.
Have 76 2270 with 45 Dells.
Will hold one motor.
Looking down the road, I'd like to Mega Squirt or Kit Carlson the 2270 at some point.

Which motor stays, which goes?

Carlos

[Bleyseng]

I would install the 2.0L with the Djet. A 73 2.0L is the most desired 914 other than a LE. I don't think the value goes up at all maybe down with modified motors as they aren't stock and unknown.

Keep it stock with a good 2.0L as that has plenty of hp if its running right.

Geoff

[Mueller]

Keep it stock with a good 2.0L as that has plenty of hp if its running right

stock is boring (IMG:style_emoticons/default/smile.gif)

I'd run a much more aggressive cam and the Megasquirt on the 2.0...
keep it simple and more checkbook friendly using the D-Jet air intake parts or if budget allows individual throttle bodies....of course if you plan on competing in any race or auto-x series seriously, you need to know the rules first.........

I'm going to be screwed class wise...but it'll be fun to see how well "vanilla rice" does with the "big dogs"..........

[mightyohm]

I've asked this before, but what is the most aggresive cam someone has gotten working in a 914 with megasquirt?

I am sure there are limitations, and I am not convinced we understand them yet.

PS: Since when am I a 914 Guru, is it after 500 posts???

[Mueller]

Jeff,

let's take Megasquirt out of the picture for moment.....

what needs to be answered is what is the most aggresive cam that a Type IV can use most effectively regardless of Fuel Managment....

"aggresive cam" is somewhat misleading, since a certain profile might be perfect for one application, yet lousy for another......

in my opinion, there is not a cam out there that would work with a carb, yet not work with Megasquirt one way or another....worse case would be that you'd have to switch MS over from MAP based to Alpha-N for the most bad-ass, non-streetable cam.....

any cam you pick for a street/mild race motor, Megasquirt will work as is.......

to me, the limitations will be the motor itself and the combination of parts like Jake is always stressing

if the rod ratio is incorrect or valves too small or whatever, you won't be able to fully take advantage of the cam.....fuel managment is secondary to a proper combination of internal parts........

[mightyohm]

Good points Mike. My concerns were the lack of manifold vacuum at low RPM as well as the change in vacuum with throttle position/engine load.

When the 911 switched to CIS injection they got rid of all the hot cams that were used in the 911E and S. They were stuck with something about as mild as the 911T cam. I think they used cams like that for the rest of the aircooled 911's life. Nothing very impressive - not like the peaky 8000 rpm 911S profile that everyone loves. They were probably forced to do this for two reasons - emissions, and compatability with the airflow or vacuum sensing fuel injection systems.

This story about the 911 raises concerns in my mind about the ability of an FI system based on engine vacuum to cope with anything more aggressive than the most mild street cam.

I don't like the idea of being restricted about what cam I can run based on my FI system.

For the type IV I don't think we usually want a very aggressive cam anyway for a street motor because the engine just doesn't want to rev like a 6 does. So it's not as big of an issue.

Could you run a web 86a with a megasquirt? An 86b? 494? Where do you draw the line? Let's not consider the alpha-N case for now since you are sacrificing drivability there.

[Rusty]

It appears to have been a 2.0 appearance group car that is currently sporting a W code 1.7, (claimed to be 1.8) pulling 125-135 in all holes.
I have a complete GA motor with FI to donate to this car. FI condition is unknown.
Have running 1.8 with Ljet.
Have 76 2270 with 45 Dells.

Is anything wrong with the current motor? 125 all around compression sounds like good numbers. Do you know the leakdown on each cylinder?

I don't know how old your son is, but if he's a new driver, I'd keep the running engine in the car. All 16 year olds like to test the limits from time to time. If he drives well in the car (no tickets, etc) for a year, then put in a motor with a bit more muscle.

-Rusty (IMG:style_emoticons/default/smoke.gif)

[Rusty]

Jeff asked what the ratings are. Here they are. Anything above 5000 is classified, until someone gets there. (IMG:style_emoticons/default/smile.gif)

Newbie 0
Member 10
Senior Member 50
Advanced Member 250
914 Guru 500
914 Wizard 1000
914 Freak! 5000

-Rusty (IMG:style_emoticons/default/smoke.gif)

[Katmanken]

Don't mean to hijack your thread but your counters are broke.

I've got a 180 posts and am a member.

Ken

[TheCabinetmaker]

Ken, we are all members (except the admins) . The "senior member" would show directly under you avatar, but you have changed it

[cgnj]

Hi,

Thanks for the responses. I think I will hang on to the djet motor currently in the car. Worst case will be that I have spares in case the 2.0 injection is defective.

He won't be driving for 3 more years. Well, maybe he'll try to sneak on out between now and then. Plenty of time for the aftermarket FI stuff to be sorted out.

Carlos

[Bleyseng]

I agree with Rusty too, let him run the 1.7 with 80hp. Let him show you how good a driver he is then bump up the hp. 80hp is plenty in a 914 . Take him to a AX as soon as you can so he knows how to control a car.
Geoff