So these board members don't like forced induction? Tin the stripped wire with solder. Once I began to understand it,the L-jet system is easy to diagnose and maintain. Megasquirt ecu is by far the cheapest route, since you can do timing retard and boost fuel with it. I read that it is possible to convert the L-jet camshaft to work with the newer style distributer, is this indeed true? Do you have a post on that? Looks like one can obtain a reliable 120hp out of a Type 4, with a good rebuild and some light machine work, and still run an unmodified Bosch L-Jetronic fuel injection system. Someday I'll probably bolt a Rotrex on it! I have never liked running with the flyback circuit, especially on the 2. You can use a standard pertronix or crane trigger to run them.
It is not clear if the Chrysler distributor works in the same way as the Bosch distributor or not. Once you've got fuel handled, you'll still have to handle spark retard under boost. This adapter is mostly a passive device. I want to keep my engine as stock looking as possible, so the intake manifold and throttle body want to use the old throttle linkages will have to stay. I've since upgraded to the Porshce 3.
Unfortunately, it rarely drops below the mid 60's in Southern California, so for most of the year, I'd be hard pressed to run more boost at the current compression ratio. Follow the links below to learn more. These engines did not have a crank trigger. There is a member here who put L-Jet on a 2. Result is displayed in the main screen. I use one from a 900 or 850 series.
Thanks's for your kind words and encouragement. So what do you get by using my versions on your car? I already know the injectors will need to be changed to high-z because it's a 4cyl motor and Microsquirt will be firing them in pairs. The board edge connector is the factory set up for the early Type 3. Also with no ignition control and all 4 injectors firing at the same time, the more accurate crankshaft position information might not be worth it. One of them was a 2. Or, you'll have the option to use lh2. I like what you are doing! The fuel injectors are low impedance, so you will need a MegaSquirt that supports low impedance injectors or , or an , for example or use external current limiting methods like dropping resistors or a.
So you can use this code for a standard Range Rover, Jaguar or any other car you have. Finally thanks to Bruce Bowling, Al Grippo, Eric Fahlgren and all other people that joined in making this system available this way. For those not on Facebook the msextra forums is another place for product support. All our preassembled MegaSquirts with the V3. I also considered switching from L-jet to motronic. Kevin Barnes' turbo 914 So these board members don't like forced induction? And that is one thing that turbocharging creates; more heat.
You would have to lock the mechanical advance in the distributor to keep the timing accurate. I had a plug and play system working in his car for a while but the clutter of all the additional wire made it ungainly to work on. While I looked forward to the incredible throttle response and top-end power these carbs would surely bring, I was never confident I would be truly happy with the conversion. Finally, for product selection assistance, all of the MegaSquirt vendors are there to help you select a system, along with all of the required pieces to make it complete. But this would be better suited to a more complex system with individual coil packs and sequential injection.
This adapter is designed for applications that want to retain the factory appearance. This is a much better system and you can add in an o2 sensor even without the cat. Install a throttle pot as an extension to the standard Volvo switch type. But it might be difficult to find a connector that works. Below you can download the work I have done with our two cars. The lack of an O2 sensor and a feedback loop would probably make it damn near impossible to use the 914 Ljet. Problem is they all convert the complete engine to motronic, including head and intake manifold.
Wanna do things just a little differently, but that's the gist. I will also be converting to coil on plug with wasted spark in stead of keeping the distributor around. I've already got a Walbro 255 intank pump. My route was mitsubishi V6 2. His turbo installation has got to be one of the cleanest i have ever seen. You can use a standard pertronix or crane trigger to run them. In the testing I have done in my Squareback I have had no problems.
This helped on the economy. Overall, electronic engine management is a win-win-win-win proposition delivering better driveability, more power, increased fuel efficiency, and lower emissions. I know that is simple and better to change old flap type maf to map sensor but is forbidden by homologation. So how about this: Program the megasquirt to treat the transition from closed to open as the Top Dead Center trigger. I'm afraid I'm with iamchappy.
I am in the final phases of my Microsquirt conversion. But that just requires taking out the breaker plate and replacing the springs with some solid link. Back to the discussion at hand. It isn't too expensive, I have all the parts waiting for the swap and I think it cost me a total of. Does anyone have any experience resembling with what i'm thinking of doing? One of them was a 2.