While I have my complaints.....
Now, I never said its hard to install a megasquirt. If you can't do whats in this video, you can't handle much.
Check out the manual.
http://www.msextra.com/doc/pdf/Megas...erence-1.3.pdf First decent looking manual I have seen. They still do a terrible job of explaining things. The tricky thing about MS is that there are few explainations.
Simply take a junkyard engine harness, splice it into a preassembled MS harness. Wire in a mopar alternator controller. OEM sensors ( i don't use air temp).
Then you just need a proper crankshaft position signal. I use the low data rate 3.0 distributor output.
I made a calibration sitting on the couch based off some rough WOT numbers that Shelgame shared from an 1989 cal plus BS guess on fueling.
I simply unplugged the existing engine harness and dropped this harness in, added a little fuse block, grounds, good to go. Left the OEM ECU there just because I was paranoid. All I had to do was plug the OEM harness back in. I powered my distributor with the OEM ECU and just made a double ended splice connector that could be removed and no wires were cut.
I thought it was all voodoo and owned my MS unit for 3+ years before using it. Then sat down with some patience and studied the install.
The hardest thing is your engine position signal and once you have that going, you need to confirm your WB02 signal is being interpreted correction by Megasquirt.
The next year I removed all wiring harnesses and got rid of my "Piggyback" setup but it worked fine. The troubles I had surfaced when I wanted to gain more control than my OEM distributor signal could give MS without being tricky.
I am still not a fan of the traction control options Megasquirt has after reading about the BRAND NEW options as of last month. Traction control per RPM is dumb, it should be rate of RPM change vs optimum rate of change and varied along a MPH range (3d table) since gear sensing (like having a traction table for each gear) would be hard to estimate with wheelspin. VSS is cool but I don't know how that will work with a vehicle that does wheelstands (could you make it safer or run straighter?) and AWD its useless. VSS Would be great for FWD. There are 4 VSS inputs right now but you can't use them all right now.
I think it would be really fun to have a well tuned FWD VSS tracton control system on street tires. Fun in theory at least. Maybe the most fun on a road course with a Torsion diff OBX/Quaiffe. Street tires sometimes feel more confident around corners than on straights with an OBX.
My only real failure with the piggyback install was that MS stole too much of the distributor signal to retain the weird OEM tachometer.
I do take little stock in talk about timing accuracy. Tell me what accuracy most ignition boxes have
I have a friend who claimed 30 something HP from tenths of a degree of timing on a big turbo stock block 2JZ but how acurrate was his AEM at timing really?