hey guys,
i have started doing research on mega squirt and needless to say i find the options and versions a little confusing. i installed both megatube and tuner studio ms just so i can play with it. Obviosuly i can only learn so much with no ecm and no running engine.

can anyone that has set up ms efi on their slant 6 give any tips or provide me with some good sites that might provide a basic set up instructional. I have been reading on http://www.megasquirt.info/ and searching ms tuning videos on google but still find it very confusing to find a good starting point.

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1969 Dart Custom (great grandmother bought new in '68 )
1990 Daytona running 20psi
2007.5 CTD 3500 Megacab

You should find the "Megamanual" linked on the msefi.com site. That is the best basic instructional tool I found.

I have 2 megasquirted Slants, one TBI, one MP-EFI. I am using v2.2 of MSI hardware from 2002-2003. I am about to upgrade to MSIII hardware on at least one car so I can have more flexibility.

Lou

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Home of Slant6-powered fun machines since 1988

Any suggestion on ignition choice? I have been thinking MSD-6A.

Also I would like to MP-EFI rather than TBI. Once apon a time i thought i found someone making MPI manifolds, either clifford or offy, but todays searching turned up empty handed.

My HP goal is somewhere in the neighborhood of 300-400 at the crank. I would like to make it combo street/strip car, with more emphasis on street. For this reason I want to go with megasquirt! A guy can make up two different setups and just switch tune files. However that is getting way ahead of myself. I have so much learning to do it isn't even funny.

Here is what I was thinking for set up for far:
O-ring the block, ARP studs, S300 turbo, intercooler, BOV, MSD ignition, MP-efi (39lb/hr injectors according to ms table),LC-1 wideband, IAC, and 3 bar map. Head work?? Not sure how big of valves and springs i can go to yet. Have heard that 340 springs work on these engines. Port and polish.

Anyway this is the fuel injection section so I will try and keep on topic.
What ignition systems are you running on your two cars Lou?

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1969 Dart Custom (great grandmother bought new in '68 )
1990 Daytona running 20psi
2007.5 CTD 3500 Megacab

Looks like you have a nice design and end goal in mind. Should be very streetable.

I have MSD 6A on the '68 turbo Dart (MP-EFI) and a 20yr old Jacobs on my '64 Dart (TBI).

I am making just under 300 HP at the crank in the '68 Dart by wt and trap speed calcs. 9psi max and no intercooler or ign control yet (18 deg total mech advance), 2.5" single exh after 3" downpipe that is 2.5 ft long. I am targeting 350-400 crank HP with intercooler, timing control, and 12-13 psi max so I can stay with pump gas. Regular Felpro head gasket and bolts on 150k mile bottom end, 8.7:1 comp. 38 lb/hr injectors on offy intake with little (52 mm?) TB. I have a high flowing head from Mike Jeffrey.

I am hoping I can run 12s without any fancy motor mods. 21-23 MPG hwy now depending on cruising speed and mountain topography.

Make sure you upgrade your brakes substantially. I have the 11.75" Mopar rotors with Wilwood calipers on the front.

Lou

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Home of Slant6-powered fun machines since 1988

I put together a couple notes here:

http://www.diyautotune.com/tech_article ... engine.htm

I've currently got a Lean Burn distributor and a 6A box.
Clifford made a short run of their manifolds drilled and tapped for MPI with fuel rails, but that was a very short run and not put into production. Current Clifford (and Aussiespeed?) manifolds have cast in EFI bosses but they are not machined out.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

Hi Matt,

How is your Dart project going? Any progress on the turbo?

I'd like to talk to you on the phone sometime about MS upgrade options for me.

Best,

Lou

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Home of Slant6-powered fun machines since 1988

Matt are you a distributor for MS?

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1969 Dart Custom (great grandmother bought new in '68 )
1990 Daytona running 20psi
2007.5 CTD 3500 Megacab

Matt works for diyautotune.com.

Lou

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Home of Slant6-powered fun machines since 1988

Sweet!
I have been doing a bit of reading DIYautotune. Great write ups.

Ryan

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1969 Dart Custom (great grandmother bought new in '68 )
1990 Daytona running 20psi
2007.5 CTD 3500 Megacab

Fuel control on stand alone MS I or MS II is fairly easy. It is when you get into timing control that things can get dicey. I have tried for some time to get mine to control timing and so far have not gotten it to work right. I think maybe the phasing of the distributor was the problem. I am currently back to MS I fuel only awaiting a hardware config change on my MS II from an MS EFI pro. Fueling alone has been actually quite easy. But my big plan for pin point timing control on my turbo set up has not panned out as yet.

I must confess, I likely could not have done this alone. Lou was a big help when this was done back maybe 4 years ago. Every time he visits things get a little better. And the two errors that were in the initial set up, he discovered and pointed me towards a fix. The two ongoing, chronic, troublesome problems that no one other than Lou seemed able to diagnose was inconsistent fuel pressure, (a faulty gauge said it was right), and timing that was changing on a distributor that I thought was locked but was not. Those two problems led to years of unstable and frustrated tuning attempts. Lou also has an amazing seat-of-the-pants tuning talent. He just rides along with the lap top on his lap, and after 30 minutes, you would think you had paid for a dyno tune. Every time he visits things get better.

One of the things that makes MS confusing is the multitude of versions offered over the years, and the huge number of configurations that you can option on any set up you put together. It is really hard to sort out. Or was for me.

Good luck on your project. It should be fun. If you can find an old Offenhauser slant six manifold, you can machine it for injector bungs. I think I found mine new from one of the supply houses. You might find one on the internet;e-bay or craig's list. . Are you planning on driving it, or just racing? I am currently using an MSD 6A box, and it works fine. Although I am changing to HEI on the new MS II. Keep us in the loop.

Sam

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Unfortunately, things have been pretty busy between some big projects at work and a new baby. I sometimes try to get in a bit of work but it's likely to be a long time before I can fire it up again.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair

I am too finding all the versions of MS a little confusing, however I am slowing working through the differences as I read and read and read and read. I am going to pull the trigger come fall on a MS3 unit and make assembly of unit my indoor winter project.

Car will definitely not be a racer, although I may take it down the track once in a while just to see what I can do once tuned. Street cruising will be its use. I want to do slant 6 efi cause it is different. Any Ahole can drop small block in and dress it up. When I go to the car shows I find myself walking right by all the nicely done up small block cars because I saw the same thing three cars in a row. I find myself stopping more and more at the unique units. Stop and admire how one problem solved certain issue. I am almost certain there isn't more than a hand full of guys using megaquirt in my city. If any at all.

Sam, What is your reasoning to switch from MSD6 to a HEI set up?
What are most of you using for an ignition trigger? 36-1 wheel graphed to the crank pully?

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1969 Dart Custom (great grandmother bought new in '68 )
1990 Daytona running 20psi
2007.5 CTD 3500 Megacab

Given my problems so far with ignition, I might not be the best one to ask any of this stuff. There is nothing wrong with MSD. Because I could not get the ignition control to work at all, I decided to start with all new ignition components. Peter Florance, who has my ECU now was the first person to mention distributor phasing as a need when setting up a timing controlled EFI set up. No where in the manual did I find it listed as a need, or concern. It is a complicated concept but needs to be right to work. It was explained by Peter in an e-mail to me 2 months ago, but I had a shaky grasp on the idea at the time, and would have to sit and ponder again to wrap my mind around it. I am hoping that my current working distributor was just enough off not to run with spark control. Peter has a second distributor from me so he can check the phasing before we attempt to install all the new parts.

If I were starting really fresh, I think a wheel on the crank would be the way to go, since that eliminate all the distributor concerns. You might want to go with a Ford DIS system in that event, with a coil pack, and no distributor at all.

Sam

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Ryan, As a follow up, I am really glad another slanter is going down the MS EFI route. That is one more mind working on understanding this stuff, and hopefully sharing their insight and experiences with us. We are here to help as much as is possible over the e-waves, and hope to learn from you too.

Thanks also for posting your name. Screen names are cute, and allow creative use of imagination. But real names are a bonus that I relate to better.

Sam

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The Lean Burn distributor is by far the easiest ignition trigger to use. I'm putting a 36-1 crank trigger on mine for more accuracy; I believe a couple other people here are running them too.

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"Mad Scientist" Matt Cramer
'66 Dart - turbocharged 225
My blog - Mad Scientist Matt's Lair