Out with the Megasquirt!, and in with.... Options

[GregAmy]

I agree with Jeff's premises. And of course I agree with James' as well.

Both viewpoints were part of the internal discussions I went through before Microsquirting last winter. I summarized it in my opening blog post:

https://tgadrivel.blogspot.com/2020/03/on-m...914-part-1.html

D-Jet was ahead of its time...in 1970. That said, there's still actually nothing "wrong" with D-Jet; it does what it needs to do, and does it quite well...as long as it's running correctly. If it is running correclty then there is absolutely no reason to replace it, as any potential efficiencies gained by "modern" fuel injection is unlikely to be recovered in fuel economy (though driveability could be improved).

But when things start to go wrong, D-Jet starts to get expensive. And it's still black magic voodoo to large percentage of the 914 population, which is why many simply chuck it all and throw on carburetors.

Right now we have a big hole in between the two paradigms. Our D-Jet community is in "replace it and see" mode of troubleshooting (my car is doing this, what do I replace?) Getting into an aftermarket replacement EFI system takes skills and understanding, requiring a bolt-on solution that the aftermarket cannot yet provide.

The gap will narrow. I suggest our current knowledgebase on D-Jet will always remain available to those that wish to retian it, and we'll see increasing gravity toward aftermarket EFI solutions. This thread (among related others) is just one tooth in that cog.

[JamesM]

I think once a 914 specific system is widely available and base maps exists for a standardized system out of the box that will have them already 90% dialed in after bolt on we should see a lot more interest and adoption.

Well, I hesitate to freely offer my tune, simply because of the risk of someone simply bolting on and walking away.

But my engine is a dead-stock "Lord knows how many miles" engines and mine is a solid, safe tune. If a vendor were to offer the same exact components as I am, I'd be comfy giving them this tune as a baseline for their products, even without wideband feedback for EGO correction.

The aftermarket for something like this is an oddball, as you always risk someone taking componentry made for a different config, bolting it on, and damaging something. Then they come back blaming you.

I'm having a 2056 built right now, so no more developement on the stock engine.

Yeah, the issue with supplying a tune to anyone now is the wide variance of hardware being used in builds. Even supplying just the VE table has its issues if everything else hasnt been done perfectly or some hardware variables (such as injector dead time) have been guessed. Im in the same boat as expecting smeones shared tune file to work out of the box at this point is a long shot. With a standardized hardware configuration on a stock motor or at least a motor that was built with the same specs as the one donating the tune, this would be more feasible.

[JamesM]

I agree with Jeff's premises. And of course I agree with James' as well.

Both viewpoints were part of the internal discussions I went through before Microsquirting last winter. I summarized it in my opening blog post:

https://tgadrivel.blogspot.com/2020/03/on-m...914-part-1.html

D-Jet was ahead of its time...in 1970. That said, there's still actually nothing "wrong" with D-Jet; it does what it needs to do, and does it quite well...as long as it's running correctly. If it is running correclty then there is absolutely no reason to replace it, as any potential efficiencies gained by "modern" fuel injection is unlikely to be recovered in fuel economy (though driveability could be improved).

But when things start to go wrong, D-Jet starts to get expensive. And it's still black magic voodoo to large percentage of the 914 population, which is why many simply chuck it all and throw on carburetors.

Right now we have a big hole in between the two paradigms. Our D-Jet community is in "replace it and see" mode of troubleshooting (my car is doing this, what do I replace?) Getting into an aftermarket replacement EFI system takes skills and understanding, requiring a bolt-on solution that the aftermarket cannot yet provide.

The gap will narrow. I suggest our current knowledgebase on D-Jet will always remain available to those that wish to retian it, and we'll see increasing gravity toward aftermarket EFI solutions. This thread (among related others) is just one tooth in that cog.

Well said! (IMG:style_emoticons/default/beerchug.gif)