Just wondering, why are there so few MS forum posts? Are there not that many MS users, is everybody getting enough info on the first 3 or 4 posts, or is everybody looking at msefi.com. I was hoping to see more info here during my build.
I just finished the rough install on my 1979 RX7 intercooled J-Spec 12a turbo with RB Intake, PSD piping, GOK throttle body, MSII v3.0 EFI. I am still waiting on the wide band O2 controller to get here. So far, I am real impressed on the ease of the install. I believe the drag strip opens in 2.5 - 3 months and the first track day / race at Road Atlanta is at the end of March.
Lotta work to do between now and then. Car is gutted, seat installed, Koni struts are on the way, Goodyears SRF tires mounted and balanced on X-mags.
After driving the car up and around the cul-de-sac. I am really looking forward to Spring!!!

 

theres a few in ms that get on here but as for me just dont get on alot.

 

The post also get deleted quickly. I don't think there is enough room to save all the post in this section. What kind of info are you looking for. I too am waiting for spring. We had 2 feet of snow fell here in the last couple of weeks and now it is -24c.
My car
87fc with mII v3.0
13b-rew with mild port
holset vgt turbo. (interesting experiment with variable geometry)

 

I was looking for any tips or problems solved. I have not found a single thread on converting a carbureted SA or FB. Everything I have seen has been GSL-SE or 2nd and 3rd gen.

 

You haven't seen too many of those b/c there haven't been many.

I don't personally know of anyone who's ever posted asking about doing that. Most of the people I've helped are 2nd gen owners, and a few 3rd gen.

Ken

 

ahem :P

 

in the case you are using 2nd/3rd gen parts you simply have to treat the car as if it was from that series. don't complicate things by thinking about your car as a hybrid of series but more as if it is an FC if you are using FC parts on it, the most difficult part about it is wiring things up properly.

 

lol another one here ... I've converted my 12a to ITB's

 

another FB/MegaSquirt II project here ....
to further complicate things, using certain versions of MegaSquirt will yield more information than others. i struggled for months reading and troubleshooting my brother's car until he put it away for the winter. so i can't wait until the spring, myself. i need to get the bloody thing up and running.

 

For some reason I forgot you had a 12a. Mike Robert has one too.

Ken

 

 

when you search make sure the one field at the bottom of the page says beginning

 

It's expensive to do easily unless you tear the engine down and install a GSL-SE center housing, which is how I plan on doing a 12A in the indefinite future.

Realistically, buying an EFI engine IS the cheapest/easiest way to go - you get injectors and a place to put them.

I don't post here much because my setup is for the most part figured out, but when I had questions about running a certain way, I was basically berated for not running the latest hardware and firmware... which I take to mean "I don't know the answer, but I need to open my mouth anyway, so I'm going to blame you for asking a question I can't answer."

Heck, I got yelled at once for not using the MS to control my fan...

Incidentally, I'm running base MS1. One MSD fires leading and trailing through a distributor, zero split, MSD tach output is the MS box's input. Zero noise problems. Currently on a bridge ported GSL-SE engine but it's been on various hodge-podge S4-based stuff (four and six port) as well as a peripheral port 12A and a stock GSL-SE engine. All on two injectors, not four. (No staged injection with base code) Works great. Then again, I'm meticulous about proper wiring and grounding everything properly, most installation problems I've seen were related to crappy wiring and horrible grounding.

 

Well, I am glad to see there are a few others to try this. I could not think of this as anything else (GSL-SE or FC). Everything is a ground up install using a J-spec 12a turbo that a buddy had in his 510. It has the 12a Turbo distributor and a throttle body of unknown origin.
My wide band O2 controller just came in yesterday. I hope to wire it up tomorrow and run the auto tune portion of Megatune. I need to run into town to get some copper to make a heat sink since the rotary exhaust is so damn hot.
I need to read up on the fan control. I mounted my electric fan today.
I believe I am going to take it to the station Saturday and do the clean install on the wiring after my chores are done.

 

My car was a 12A car, and the EFI was installed in 2008. I used a Bosch fuel pump (my application: Subaru RX/GL-10, foudn out later that a GSL-SE pump has twice the flow for half the cost) in the stock location. No changes to the fuel tank or lines, they're not necessary.

A lot of people make things a lot more complicated than they need to be, you know? Just because I could use a GPO to do whatever doesn't mean I need to.

I guess I fall into the category of users who just want fuel injection, not a powertrain control module/body control module/cappuchino dispenser. (I hear there's a GPIO mod to interface with the stock BMW espresso machine but they need more testers)

Heck, I'm thinking of "supplementing" the cold start enrichment with a K-Jetronic cold start valve attached to a button on the dash. When it's 30 degrees outside, I need massive amounts of fuel - my cranking PWs are 20ms cold, 5ms hot! And it doesn't NEED to be 5ms hot, but it has to be to get the curve right since there's a 25.5ms limitation, and it's easier to raise the hot start a little than it is to raise the cold start a lot.

 

Ms2 and ms3 are not limited to 25.5 ms. Tbey are limited to about 65 ms.

Ken

 

And I'm not running either of those. For that kind of money, I could run a carburetor. Or run a user-operated cold start valve.

One of these days, I WILL wire the cold idle circuit to the auto-choke and run the cable to the throttle body, too.

I suspect the main problem is that there is insufficient airflow through the primary at very low cranking speeds, so the fuel is just puddling in the intake ports. I'm seeing about 13ms injection times while cranking at current temps, with 680cc injectors.

The fact that the car probably still has summer fuel in it probably isn't helping. Amazing the things you forget when you're in a rush and haven't touched the car for months.

 

Did a quick video. Just a walk around and start up. The blow off valve gave my daughter a good scare when she felt a sudden blast of air from 8 feet away.

http://www.youtube.com/watch?v=JK8F_Tp9FWI