Not a boost spike. I'm barely reaching my target with the exhaust leak, overboost still has a lot of headroom. I've never ran more than 5K rpm since using the megasquirt until now so I'm thinking my signal conditioning may just need to be tweaked to handle 6K +. The 60-2 flywheel signal is surely exercising the circuitry. Some composite logging at high rpm should point me in the right direction. I hope. I haven't messed with it since the initial setup because its always been rock solid.


I like the easy quotient of the factory turbodiesel manifold, but that appears to be evaporating quickly. My adaptor set already includes stainless flanges to start from if I do decide to fab my own. Gonna focus on emissions first. The inspectors really don't know what they're looking at but the factory part is certainly less conspicuous than some nest of welded stainless.

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90 300TE 4-M
Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197° intake cam w/20° advancer
Tuned CIS ECU
4° ignition advance
PCS TCM2000, built 722.6
600W networked suction fan
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff