Stand alone ecu tuning magnum 5.93/17/2024 I did get started on Megasquirt long before I went to work for DIY Autotune.Ī fuel only installation is fairly straightforward, although it's easiest to give the Megasquirt its own temperature sensors if you have the stock computer in there controlling timing. Ok, so obviously I'm a little biased, but I wanted to post a couple details about Megasquirt here. No one appreciates unsound information, but its worse when the next 10 posts following it argue with the first post. I am pretty sure I want sequential, unless someone can convince me otherwise.Īlso, to try and keep this post as uncluttered as possible, please keep the flaming to a minimum. Some of the manufacturers have different options depending on what type of fuel delivery you want (bank vs. Personal experience with any of these systems would also help me make my decision. I figured that you guys could take a look at all of these options and form some opinions and add some insight. extra tuning parameters (like knock sensor input and closed loop wideband adjustment) It will take me some time to research all of these to try and find the best compromise between: There are a lot more out there than have been mentioned here. Not exactly a high-rpm screamer, but it had the very good low-end torque you'd expect from a truck motor.I have started looking into standalone engine management options. Testing on Westech's SuperFlow 901 engine dyno revealed an output of 319 hp at 4,400-4,500 rpm and 424 lb-ft of torque at 3,700 rpm. A set of Hooker Super Comp 13/4-inch headers completed the engine package, and we were ready to run. To handle the ignition, an MSD distributor was dropped into place, although an alternative here is the excellent Mopar Performance electronic ignition system. For the induction combination, we used the same intake that came stock on Mopar's 300hp crate engine-the M1 dual-plane-topped by a 750 Speed Demon carb. This is the minimum level of trim needed to shove a Magnum in place of the Slant Six in your old Dodge Dart or Plymouth Duster. We'd start with a dead-stock Magnum long-block engine assembly, adding a carburetor, a conventional distributor, and headers for the baseline. To The DynoOur game plan was to equip the engine with the same basics any Magnum would require for a retrofit into an earlier application. Eventually the 360 earned acceptance from the Mopar crowd, and its popularity has grown ironically to become one of the favored powerplants for performance use, especially when the objective is high output on a real working man's budget. There really was no love for the 360 engine in the early years, which developed an unflattering reputation as a low-performance "smog motor." It took decades for this impression to lose its hold. With the cancellation of the 340 engine option after the '73 model run, there were a few performance variants of the 360 in the early and mid-'70s, though these were all low-compression engines with the further disadvantage of add-on smog-control equipment. The 4.00-inch-bore-by-3.58-inch-stroke powerplant was originally designed to provide an economical alternative to the popular 383 two-barrel big-block, while the shorter-stroke and larger-bore (4.04x3.31) 340-cube engine carried the performance banner. Chrysler unceremoniously unveiled the 360ci (5.9L) LA-series small-block V-8 in 1971 as a low-compression engine with only a two-barrel carburetor.
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