The MegaSquirt Project has experienced explosive growth other the years, with hundreds of new MS installations occurring every week - a phenomenal success! MegaSquirt has been successfully used in all aspects of Internal Combustion engine applications including R&D, Industry, Race, and Research. The MS project has transformed itself from a simple R&D project into a full-featured mature engine control system. To reflect this the support structure has also changed to meet the needs of MegaSquirt Users.
Moving forward, the R&D forums for MegaSquirt project are in a read-only mode - no new forum posts are accepted.
However the forums will remain available for view, they still contain a wealth of information on how MegaSquirt works, how it is installed and used. Feel free to search the forums for information, facts, and overview.While the R&D forum traffic has slowed in recent years, this is not at all a reflection of Megasquirt users, which continue to grow year after year. What has changed is that the method of MegaSquirt support today has rapidly moved to Facebook, this is where the vast majority of interaction is happening now. For those not on Facebook the msextra forums is another place for product support. 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.
Forum rules Read the manual to see if your question is answered there before posting. Many users will not reply if the answer is already available in the manual.
If your question is about troubleshooting, configuration, or tuning, you MUST include your processor type (MS-I or MS-II) and code version in your post. If your question is about PCB assembly or modifications, you must also include the main board version number (1.01, 2.2 or 3.0). For tuning/troubleshooting questions, please attached a datalog and your MSQ file to your post.
I have an 84 BMW 318i (M10) that has the Bosch L-Jet that I want to convert to M/S but which one? This car will stay normally aspirated for now but might be moved to a turbo in the future. Anyone have any experience with converting this engine to M/S? I found one article where an M10 2002 was converted from carbs to M/S, but since my car was originally FI equipped, a lot of the steps in that conversion are not necessary on my car and I was hoping to be able to use as much of the stock harness as I can.
Anyone done this?
TIA
Mike Allen
San Antonio, TX
Mike Allen
Former 914 Driver
Current 1984 E30 318i Driver
Lots of people have converted L-Jet over to MS. Any of the boards will do, but I would recommend the V3 board, which has the built in flyback circuit, which is needed for the low impedance injectors used on the LJet. You'll also need a circuit to handle the Fuel pump if you keep the original relays. Peter Florance had some schematics out there that I can't seem to find right now.
Thanks for the info.....lots of reading for this old guy. Webers have always been my deal, but as one of my friend said "Mike, leap into the 80s at least" so here I go. I guess my largest reason for looking into this right now is to get rid of that AFM and I hope to be able to use as much of the original wiring as possible. As far as I can tell this L-Jet application doesn't control the ICV and has limited influence on the ignition. Eventually a turbo may be in the works as I have one from a Volvo 850 that was recently re-built that would be about the right size for the car.
Mike Allen
Former 914 Driver
Current 1984 E30 318i Driver
I had a k-jetronic m10 I 'squirted. Bought a L-jet manifold and from there it was just plugging in and driving. Welded the distributor stiff and used it as spark input (extra code).