Dave's
1971 Datsun 240z LS1 Turbo
In the beginning Dave's Datsun started out like any other
240z, with a carbureted L24. Unlike many early Z enthusiasts, Dave's Z did
not keep the L series engine for long. Shortly after purchasing the car
Dave installed a stock LS1 and T56. Soon after the swap Dave began to harness
the GEN III's responsiveness to modifications. Drivetrain parts weren't
lasting long, specifically rear axles. The issued had been addressed with
the adaptation of an Infiniti Q45 IRS. With some simple bolt-on's and ported
heads, Dave's Z began to turn out high ten second quarter mile times. That
wasn't enough, however. After reaching the point where bolt-on's were no
longer providing desired gains, Dave fabricated a turbocharger kit for the
engine. Dave desired a simple and understandable means of engine management
to control the insanity that was about to ensue with the addition of boost.
Seeing the success of my previous MegaSquirt setups, Dave opted to go that
route.
I assembled a MegaSquirt II engine management and configured the ECU's hardware to interface with the factory sensors and outputs. A plug-and-play harness was assembled to plug the MegaSquirt ECU directly into the factory GEN III harness. The MegaSquirt not only interfaces with the factory ignition and fuel system, but it also has been configured to interface with the factory idle control and cooling fan control systems. The charging system is controlled by means of an external circuit that handles voltage regulation. Dave's turbocharged LS1 is currently running and driving on the MegaSquirt ecu. After a few drivetrain enhancements to handle the amount of power the engine is anticipated to produce, the Datsun will be dyno tuned and tested on track.
I assembled a MegaSquirt II engine management and configured the ECU's hardware to interface with the factory sensors and outputs. A plug-and-play harness was assembled to plug the MegaSquirt ECU directly into the factory GEN III harness. The MegaSquirt not only interfaces with the factory ignition and fuel system, but it also has been configured to interface with the factory idle control and cooling fan control systems. The charging system is controlled by means of an external circuit that handles voltage regulation. Dave's turbocharged LS1 is currently running and driving on the MegaSquirt ecu. After a few drivetrain enhancements to handle the amount of power the engine is anticipated to produce, the Datsun will be dyno tuned and tested on track.