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I wonder if EFI source would build a system out of the new MS pro? That unit is designed to be able to get wet and mount in the engine compartment. I really like the kit form of MS that has come out. That should make it alot more popular with people

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The 3g Hemi is built around Speed Density. I'll be using a factory sensor in the back of my 6.1 intake.

The ECU will make judgements based on the MAP sensor and the intake air temperature sensor. Here is a breakdown of the features on this box.

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MegaSquirt MS3
Gen3 Hemi Gold Box Standard features

· Controllers are factory configured for your Gen3 Hemi engine

· Start up program factory installed

· USB, RS232 and CAN communication

· Onboard SD card for Data logging

· 8 High Impedance injector drivers

· 8 High current ignition outputs. No additional boxes or coil drivers needed.

· Fuel pump output

· Fan output

· Stepper and PWM Idle Air Control outputs

· 2 Nitrous outputs

· Variable Valve timing output

· 12 volt tach output

· Two Step Input

· 2 Oxygen sensor inputs

· 2 Knock sensor inputs

· Nitrous input

· Data Log switch

· Dual table switch

· 3 additional general purpose inputs (on/off or frequency)

· 1 additional analog input

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I'm not one of those people to care about having ford or chevy parts on a mopar, but I can't see why someone would spend $2000 to have LS1 stuff on their car when there are better and cheaper options out there...unless you identify with the reasons I stated above.

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I wonder if EFI source would build a system out of the new MS pro? That unit is designed to be able to get wet and mount in the engine compartment. I really like the kit form of MS that has come out. That should make it alot more popular with people

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The MS3 Pro is over hyped IMHO. It's more expensive and doesn't have the built in coil drivers. Yes, it can get wet but thats about the only upside.

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I'm not one of those people to care about having ford or chevy parts on a mopar, but I can't see why someone would spend $2000 to have LS1 stuff on their car when there are better and cheaper options out there...unless you identify with the reasons I stated above.

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Holy smokes, I didn't know that guy was asking that much for the kit. I was going to call him Monday for pricing info.

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Does the VVT driver on this properly control the cam phaser on '09 up engines or is it pretty much just fluff? That would make this a very good prospect in that area. If not maybe it could be used for MDS since that functions similar to VVT. Not that I am concerned with that.

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I've been dying to update progress on my swap from a Big block to a 3G Hemi.

I had a perfectly fine running 69 HP 383 with 915HP heads, a DP4B/650DP, HP Manfiolds and a 4 speed with 3.23's. I drove it like that for about 1000 miles and it bored me. The combo that I thought I wanted and I'd always dreamed about. I didn't like it for the type of driving that I do.

So, I pulled the 383 and parted all my big block stuff on Craigslist and on here. Sold all of it for a fair price and decided that it was time for a new hemi. I was just upset with bent pullies, leaky valve covers and general old car quirks.

I worked from 2006-10 for a shop that worked on and modified the LX Hemi cars, so I know my way around them quite well. I fell in love with the powerplant in a 4700lb station wagon, so my 3600 lb B-body would be ridiculous fast with just a simple head and cam 6.1. I started with just a bare 6.1 block. Literally nothing else at first. I knew about what I wanted, and I had really big dreams at first. I was looking to build a motor that would compliment all the handling stuff that I've done to the car.

-1.24" T bars
-Koni Red Shocks
-AndyF's LCA plates
-Tubular UCA's (Coming off now...)
-New bushings and Poly where I could
-Firm Feel Firmer than stage 3 box from Dick
-11.75" with Firm Feel Carbon Metallic Pads


I ran without sway bars, so a set of fresh leaf springs and F&R Hotchkis or Hellwig sway bars are about all I need to complete the suspension to where it needs to be. All of the above made the car feel amazing, even in it's incomplete state.

I started my motor build parts gathering a few years ago and it all started with a $300 6.1 block that I was going to build a 426 or forged 6.1 out of. I quickly realized that I didn't need that much motor, so after some horsetrading with my friend uhcoog1 (wade) I ended up with a stock bore 6.1 in great shape. I picked up a stock set of 6.1 rods and pistons and started my process of building up a mostly stock 6.1 shortblock. Nothing fancy except for a set of stock rings opened up a little bit to keep the pistons from breaking the ring lands (a common 6.1 issue). Otherwise, the whole motor is stock spec with no after market parts aside from the valve springs (PAC) and the Comp Camshaft.

Here is the motor buid

4.055x3.580 6.1
Stock pistons/new rings
Stock Powdered metal rods with new Chrysler rod bolts (Same as 8.4 viper)
King Bearings
Stock 6.1 Timing set and tensioner
Melling Oil pump
Jeep SRT8 Oil Filter Adapter
Frank Racing 219/231 .585/.585 112LSA
GTP ported 5.7 2009+ Eagle Cylinder heads with PAC 1220 Springs. These are a closed chamber heads and will net 11:1 CR with my stock shortblock. More than do-able with 93 octane all day long
Stock 6.1 Intake Manifold with BBK 80mm tb
SRT4 Stage 1 43lb injectors
Stock 6.1 fuel rail
TTI 1 3/4 Headers to a 2.5" H pipe system with turbo mufflers
Lakewood Bellhousing from a SB
MP/Mcleod Hemi 10.5 Conversion Flywheel
Sachs Diaphragm 10.5 stock clutch
TTI Motor mount brackets with a solid and rubber mount on either side
Mildon Oil Convesion oil pan

It's a bit scary to me how stock and simple this motor is. Nothing fancy at all.

I've just purchased the Megasquirt MS3X kit from Mike @ www.efisource.com as of yesterday and I'm really looking forward to running his system. It is the first kit to come out for a 3g hemi that is a refined harness that is based on megasquirt.

The electronics portion of this build will be a copy of the fuel system that uhcoog1 has on his road race duster. So simple yet it more than makes up for the fact that I'm still running a stock fuel tank. If he can't run out of fuel on a roadcourse, then anyone on here will be fine.

My fuel system will be the following
Carter 4601HP pump (ran both my 383 and 440 with a carb previously)
BCBroncos Accumulator to act as a resivour/surge tank.
Walbro GSL392 Inline pump
Corvette Fuel/Filter Regulator by Wix.

The car already had 1/2" feed and return lines in stainless with a 1/2" stock style pick up that I added a 1/2" return to, so my fuel system is ready for whatever I can throw at it with just a pump change.

Over the next few weeks I'm going to detail my engine build and install for everyone to see.

I'd like to eventually do up a website to help inform people about the process of putting this new style of motor into a classic mopar. I had a cardomain website a long time ago, and I'd like to do it one better.

http://www.cardomain.com/member/themoparkid/

The goal for me is to have a fair weather daily driver that I can hop in and knock out 300 mile day trip while maintaining above average fuel mileage, not smelling like fuel (its a real problem), being able smile from the speed and being able to have a road course worthy classic Mopar.

Here are some already shown pics of my car...








So far, I'm most of the way there.

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So us the money for the controller and the fuel system !

How much is this system going to run?

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Does the VVT driver on this properly control the cam phaser on '09 up engines or is it pretty much just fluff? That would make this a very good prospect in that area. If not maybe it could be used for MDS since that functions similar to VVT. Not that I am concerned with that.

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The box has the capability to control VVT, etc, but AFAIK, no one has done that or even tried to with a Hemi yet.

same with the knock control...

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Not knocking the system at all. I was just surprised to see it listed on the HEMI specific box as I hadn't heard that anyone figured it out. I hope someone figures it out before I am to that point. I was leaning towards the LS comp only for the fact that if I am 2000 miles away from home and new one is just a junkyard away and a flash from the laptop.

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I wouldn't consider an ECU from a wrecking yard - if the car was in any accident, the ECU will be locked in limp mode, which in our case required a replacement. HP tuner software can't reset it

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Strange.

We've done several Hemi cars and none of them required ECU replacement.
Perhaps yours took a different kind of hit.

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I wouldn't consider an ECU from a wrecking yard - if the car was in any accident, the ECU will be locked in limp mode, which in our case required a replacement. HP tuner software can't reset it

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Strange.

We've done several Hemi cars and none of them required ECU replacement.
Perhaps yours took a different kind of hit.

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I wouldn't consider an ECU from a wrecking yard - if the car was in any accident, the ECU will be locked in limp mode, which in our case required a replacement. HP tuner software can't reset it

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Strange.

We've done several Hemi cars and none of them required ECU replacement.
Perhaps yours took a different kind of hit.

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He is reffering to the LS1 Delphi based EFI kit that Nutter Racing is offering for the 3G Hemi Swap.

I've had static kill one Hemi Ecu, but that was completely the installers fault. Got a good zap and killed the logic that was flashed.

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