P.Webb wrote:2.2k should be fine for most applications. The warning is for the non-transistorized ignitions that don't have the 400v spikes. If it's reading directly off coil(-) there isn't much to disturb it. This is the scheme for them old points type ignitions.
The L-Jet, and subsequently your MS is getting the tach signal from the Bosch ignition box. The Hall sensor is providing crank angle to the ignition box which turns it out to pin 1 of the L-Jet.
-Peter
thanks peter ! so this wont change anything if my ignition is upgraded to an MSD system further down the track?
mike, let us know how the 2.2kohm goes !
cheers guys,
joe
That will depend on what you use for a triggering device. If you use the Hall sensor, there are electrical mods you have to make to the MS box jumpering R10 to XG1. Check out the MSn-E sourceforge site for wiring diagrams.
This worked better, though initially, on startup with a really low idle, the tach spikes are awful (this log does not show that). As soon as I got underway and the car warmed up a bit, things improved remarkably to the extent that there are not many spikes in the log.
Do you guys think I should try a higher value? I see that one can go as high as 10Kohm...
Is there anything else I can try?
Have I missed something here? I originally had tach spikes and the "Dave cap" fixed the problem by increasing C12. I don't recall doing anything to R10.
I've got an MS running on my 75 3,0l V6. Great stuff!
Little Question:
Does someone have a Pinout Diagram from the 75 1,8 Turbo. I want to squirt an really hot Turbo engine.... I want to use the stock loom for that like I did on my 3.0l. (by the way, thanks to Steve Rosser for the very helpful and understandable written guide!)
I'm also looking for new injectors because the stock ones are a piece of crap and can't handle the estimated power of over 300PS....
Thanks a lot and greetings from switzerland
Andreas
