| kPa (load) |
| Idle |
| 28 | 42 | 67 | 81 | 87 | 83 | 79 | 75 | |
| 28 | 43 | 69 | 83 | 90 | 86 | 82 | 78 |
| 28 | 45 | 73 | 88 | 95 | 90 | 86 | 82 |
| 28 | 46 | 75 | 90 | 97 | 93 | 88 | 84 |
| 28 | 49 | 79 | 95 | 102 | 98 | 93 | 88 |
| 28 | 50 | 81 | 97 | 105 | 100 | 95 | 90 |
| 29 | 52 | 84 | 102 | 110 | 105 | 100 | 95 |
| 30 | 54 | 86 | 104 | 112 | 107 | 102 | 97 |
| WOT |
| RPM | 0 | 1,200 | 2,000 | 2,500 | 3,000 | 4,000 | 5,000 | 5,500 | |
Dyno ResultsA major portion of the evaluation of the MegaSquirt was to assemble the EFI computer and then test it on the dyno. We decided to run the engine first with a carburetor, which is listed as Test 1. The engine was a 355ci small-block Chevy with 9.5:1 compression, forged Childs & Albert pistons, Edelbrock Performer RPM aluminum heads, and a Victor Jr. single-plane intake with a 750-cfm Barry Grant Speed Demon carburetor.
For the EFI test, we purchased a used TPI manifold and plumbed in a new set of MSD 38-lb/hr injectors and SLP runners to ensure sufficient fuel and airflow for this small-block. Since the TPI manifold was designed as a torque piece, the test was not about making horsepower but instead to show that the MegaSquirt could perform as intended. Had we outfitted the Victor Jr. with injector bungs, we feel confident that the power numbers would have been very similar. Overall, the test was a complete success.