Anyone tried a Mass Flo??

I don't know about the highest powered N/A LS engines, but you don't see too many of them on big blocks. "Most" the big MAF's I've seen are usually only good for 600-800cfm. And I did put the caviate in there about them working great as long as they are not the restriction.

 

Here is a link to a guy that is happy with his Mass-Flo on a 440HP Chevy 383.

http://www.bangshift.com/forum/showthread.php/17653-Mass-Flo-EFI

And if I recall right, he drove it from New York to CA and back after that thread.

 

Again please explain how soldering a bunch of boards and wires together helps you learn EFI? That's my question. How does that teach you Transient fueling, multipliers, pulse width modulation, cold start parameters etc.? I'm giving you a chance to quantify your statement.

I have nothing again MS, it's just fine. I'll say it again a lot of other systems have their place. However I don't believe your inference that building it gives you EFI knowledge automatically is being real world. Imo it's not. I've done over 30 tunes and I don't see how building the box and/or wiring harness would have helped me at all. Everything I've learned has nothing to do with the electronics side.
I believe you may be misleading people that's all. You don't really know what they will or won't pick up from soldering a bunch of stuff together now do you?

There's enough bad info on the net.

 

That's great, the latest one I did had a big cam, they don't like big cams. I'll bet the cam in his 383 ain't that big, doesn't need to be to make 440hp.

 

It's not just the soldering of the board, you can purchase them assembled just fine, it's also the DIY wiring and clearly knowing what goes into your self assembled system. Plug and play harnesses and systems are great, but with MegaSquirt you HAVE to put some research into it because it's so dynamic. You want a MAF system? Okay no problem! You want a Speed Density system? Okay no problem! Want both? Okay no problem. How would you like your tach signal brought in? Coil negative lead? Crank trigger? VR sensor? Points contact? Any of the above, and probably other methods. Want batch fire? You got it. Want alternating firing? You got it. Want sequential? You got it! Ignition control? Why not, would you like it via distributor or coil packs? CDI box, ignitor or direct coil control? That will work too. Dozens of other options as well.

My point is, any work, but you have to read them all to find out what will work for you (and that can be daunting) but that's an education on all of them. Your retention and mileage may vary.

As for the stuff you added about fueling and stuff, it teaches you by making you DO it instead of "My system does it automatically for you". Read, learn, ask, learn, DO, learn. All those things are options on various megasquirt firmwares.

 

Agreed but that part still has nothing to do with assembling it, now you're learning how to tune it, 2 different things.
I wasn't attacking the system, again it's fine, just your assumption or lack of explanation on how it all comes together thats all.

Thanks, great stuff here.

 

The megasquirt system you have to build yourself. That means deciding what you need and why. That also means you have to figure out how to get the signals that you need and then figure out how to wire it. That right there means that, diagnostically speaking, you know the sensors, their functions, their locations, and the wiring layout. It's like asking a tailor how many stitches on an inseam (a good tailor counts stitches to ensure symmetry)

Once you have everything built and wired you need to actually program the system and then tune it to the engine. That means you know exactly what parameters have been programed in and what they should be reading under various situations.

Basically the megasquirt system makes who ever can pull it off into more of an efi expert than most of the tech people you would call if you had trouble with an off the shelf kit. The greatest thing about it is that it can do everything you could want and things you may not even have thought possible. The downside is you need to be very smart or have alot of tinkering time to get it running to its full potential.

I'm not smart enough to figure it out on a good motor and can't afford a test motor to get the system dialed in on. It's very easy to do engine damage when you start playing with some of this stuff and you have no clue what you're doing.

 

:gp: I just have a lot of time :TU: I'm just a lowly geologist (although http://www.youtube.com/watch?v=fNyQuUe1g3s :bglasses: ), I mean really, I look at rocks for a living, not really a computer wize, or mathmatically or engineeringly inclined. As I've said, I've never claimed to be an expert tuner, cause I'm not. I'm just an average joe that plays with this in his spare time.




If you can't see the obvious, oh well, no sweat off my back. o No:

 

Correct, but you have to do this to virtually all the systems, you need to input injector size engine size, type of ignition etc. Then they come up with a base map and you go from there. It's no different than a MS. And on most systems there are help screens along the way as well. You don't have to assemble something to understand it, and as you said even if you can assemble it you still have to tune it.
They're really not that difficult to tune once you're able to put things into carb terms, that's what I do on my video, and that has nothing to do with building it.
But more to the original post, if you're going to spend $4K you can get a better more tunable system for that, I guarantee it. On the flipside, you can go the cheaper route and adapt a GM throttle body, do your own manifold mods etc and still use a lot of different aftermarket ECMs that offer extensive tunability for almost any application. There are different ways to go here, but my problem is people spend the $4K lets say, then realize, crap this system won't do this or that.
Do your research, and I always recommend downloading their software, that'll tell you a lot.