I've seen a few references to others thinking about or having already converted their rides to Megasquirt. I thought these pics would interest a few people.

The old girl runs like new. Its been off the road for 9 months for extensive work. With everything that needed to be done for the MS conversion, I thought it would be an efficient opportunity to pull, customize and replace the dash, install a Rallye cluster, replace the heater motor, modify the dash for new digital AFR gauge,and install a polished intake manifold.



I also had the interior and seats redone. While the car was down I put in a custom mahagony rear deck for the speakers. It matches the mahogony dash in front.




These pics show two harnesses, the old D-jet and the MSII harness. I connected and tested much of the MSII system before I ripped out the D-jet harness like it was one of the predator's victims. You see that I am using mostly stock D-jet equipement. I used a vacumn adjusted fuel pressure regulator and a GM intake air sensor. A TPS from an 840 replaces the D-jet TPS. I used a MS relay board to ease connections to all the under the hood sensors and fuel injectors.



I mounted the MSII 3.57 controller under the dash. The LC-1 WBS was placed under the dash as well. The LC-1 is too sensitive to heat under the hood, and I could not bear to put it under the car next to the frame.


I did a dyno run prior to the conversion with only 90 hp cranked out by the D-jet system. This justified and verified the need to Megasquirt.

The first day on the road, the engine was pulling better than I can ever remember. On the interstate while doing the first tuning, the car was suddenly doing 100 mph and still pulling strong before I backed off (I had not adequately safety checked it for that kind of run).

Now I have capable fuel delivery, I plan to install a flowed head with matched cam and exhaust for a little extra hp. Current old equipment includes an IPD header,street cam, lightend flywheel (17 lbs) with double valve springs. The radiator fan and clutch were replaced with an electric fan. The compression ratio is still the stock 10.5 : 1. Two years back I replaced my old LS differential with a Detroit Truelock. I have 4.10 gearing now but found a new set of 4.30 gears for cheap on Flea-Bay. Conversion over to the 4.10 occured 20 years ago when I could not get 4.30 replacement. I have regreted that ever since. The 4.30 made the '71 142E a real accelerator at low speeds (autocross!!). Oh yeah, I had to replace all the bushings front and rear along with fresh new springs. The old IPD front and rear swaybars needed new poly bushings as well.


This project was a lot of work, and way beyond my skill level. But with a lot of study and help from online friends I learned enough to finish it. Now it drives like a different car. I look forward to learning how to drive the hell out of it again :)
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Antique Swedish Steel 71 142E color V#102