Shoptalkforums.com

as far as GM being available worldwide, I'm pretty sure, Holden sells almost the exact same parts as GM

Brian Murray wrote:as far as GM being available worldwide, I'm pretty sure, Holden sells almost the exact same parts as GM

IIRC, Holden is either owned by GM or is some kind of GM/Nissan cooperative thing .. in any case, there's a definate GM connection.

that system is sick, and i belive holden is a AU division of gm, thats where the new GTO came from

Jake, have you played with one of the MegaSquirt EMS's? Seems like a lot of the T1 guys (especially the turbo crowd) are going that route. If so, how does it compare to Dave's? Where would you estimate the cost of his entire EMS system vs. a traditional carb set-up?

Hmmmm, never seen a modern EFI brain that wasn't solid state. Glad there's another to chose from.

MASSIVE TYPE IV wrote:Thats the reason i have stayed away from EFI for so many years.... With this system there is nothing to break, its all solid state.....

DUH!

megasquirt is cool, you should test it !

Too much fab time for me... Time is money!

Gotta be simple! Gotta be fast! Gotta not break! Some of the people I do engines for don't know what an injector is!

Darn Jake,
I am impressed! Like how this "close-loop" EFI system is producing almost linear HP and Torque outputs while having a very predictble and smooth fuel consumption plot. It would be very easy to figure out your gearing given this type of data. This data does say something about the carburation in that the jetting transitions from idle all the way up to the higher RPM range is limiting the engines full output capabilities. It pays to really look at the fuel consumption differentials so you can optimize the jetting on this engine combo as best as it can be done. Jake, Besides the usual close-loop TPS, CHT, RPM, and 02 inputs, how many other feedback sensors does the system use? Looks like you can use some electronic packaging--go with an EMI reduction enclosure, they usually are better at also insulating the components from heat. Heat sinks can be mounted onto the exterior of the box without physically penetrating the enclosure envelope thus allowing it to be moisture/water-proof). A a fan can also be employed to dissipate the heat and keep the electronics cooler.

Oh yeah, is the fork also part of the system? LOL... KEEP UP THE GREAT WORK GUYS!

Hey Jake, I have a Megasquirt going onto my motor, maybe I could give you some numbers to compare, since after all you'll be getting updates about the DTM when I get it.

Jake,
Will this system be able to support a turboed engine configuration?

Turbo= No sweat... You can retard at any RPM you want or lock timing anywhere as well.... It can even power RPM actuated switches for NOS control and etc...

A MAP sensor capable of 36.3 PSI is used for the Turbo unit. The MAP timing table also advances or retards timing as desired.

One unit is already in the field on a 2.0L Turbo 914.

That was from the genius himself!

Dave, now that we have everyone stirred up, you need to give everyone a general overview here since most members here are not members at the 914 club..

jonas_linder wrote:megasquirt is cool, you should test it !

megasquirt is rather limited. I don't believe it is a closed-loop system and works under batch mode injection rather than sequential. Nor does it do ignition. It was also written in linear assembly which is difficult to modify for the hobbiest (speaking for myself).

Again, speaking for myself, I would be much happier with something interrupt-based and written in a managable language such as C. That is if the source was "open".