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How was the reliability?

had a few issues initially with some misfires, but it was also the first motor to be running 36-1 chopper wheel with a abs sensor, so we knew it might have been trial and error, not entirely sure what all the details of the fix where but i believe there was noise on the pickup so needed some better filtering, but VL400 did send me a revised reluctor interface board which worked, and when it did the car ran a 10.50 over the quarter

and since then i haven't touched it, just get in and race!

i can't speak for every day driver sort of reliability, but i can certainly say for a used every few months and always flogged race car, it can't be faulted

The old rev2 test board in the 300zx is still working fine. My mate had it stored for about a year but visited every month and tells me every time he started it he just hit the start button and it fired up and idled fine (track car). He'd let it warm up, do a lap of the farm and park it again. Hes set up at his new house now and I think that car is coming out of storage this week.

Thanks for those responses. The MPR seems to have real promise for use on the LT-5. From the information VL400 provided, I was anxious to try it out here in the States as a substitute for the current
ICM. It's my hypothesis that the LT-5 can benefit from fitting more modern ignition such as CNP utilizing a hotter spark. Also having one coil fire a single cylinder would be of benefit when reaching into the
6-7500rpm range which is where this motor really starts to sing.
Here's hoping VL400 makes a speedy return to what he does best.

Ok i need one who can sort me out. Send me a PM please
One needed asap and will be wanting another one after the first is up and running there being fitted to our 5L V8 patrols mines running the 808

Sent you a PM. I have some ready to go.

VL,

Still interested in trying one. Please pm me on arrangements for payment and shipping.

As mentioned in my email a month or so ago the current firmware does not support the Motorola designed LT5. It is very difficult for me to test and develop for these ECUs due to the way they operate (inverted signals, no dwell control etc) and that they are extremely rare here in Oz. As you know they also have extra wiring functions between the factory module and ECU that my module does not have - my hardware was never designed for anything but the normal Delco 4 wire interface. I built a basic simulator and added support for these ECUs in a very limited fashion a few years ago but you never got back to me. The firmware has progressed since then and I removed all of the temporary code for testing with the LT5 ECU.

If down the track I do rewrite sections of the Delco 4 wire interface code I will consider support for the LT5 ECU but at this stage it will not support your ECU.

Whats the connection count say if used on v6 with 6 coils? Is there a header there already or sorts?

Just thinking along the lines of a case and bulk head for Big G's car. Preping it for race application and what not.

VL400 wrote:As mentioned in my email a month or so ago the current firmware does not support the Motorola designed LT5. It is very difficult for me to test and develop for these ECUs due to the way they operate (inverted signals, no dwell control etc) and that they are extremely rare here in Oz. As you know they also have extra wiring functions between the factory module and ECU that my module does not have - my hardware was never designed for anything but the normal Delco 4 wire interface. I built a basic simulator and added support for these ECUs in a very limited fashion a few years ago but you never got back to me. The firmware has progressed since then and I removed all of the temporary code for testing with the LT5 ECU.

If down the track I do rewrite sections of the Delco 4 wire interface code I will consider support for the LT5 ECU but at this stage it will not support your ECU.

Well VL, I hope that you do reconsider your support of the LT-5. I believe there is a significant opportunity there and a strong community, at least here in the States, that would provide a market for this.
Very recently I attended a Gathering of ZR-1s at the National Corvette Museum where a 3Gen LT-5 was demonstrated using a MegaSquirt ECU in place of stock. At 25 years old, our community continues to develop alternate sources for critical components in order to not only keep our cars running but improve them as well. I look forward to collaborating w u in that future effort. Peace.