HemiTronix

What Map63Vette said.

One of the key issues with setting up MS on any motor is the fact that it is a universal fuel and spark management system. It can be modified to work with almost ANY internal combustion motor. As a result the manual, known as the "Megamanual" covers a huge series of options that you won't be using. Unfortunately you don't know enough about how fuel injection works to know what you won't be using and you can simply skip over.

The reality about reading for weeks is simply true. I started reading about MS a couple of years ago and decided it was the way for me to go simply because I didn't and wouldn't have the money for a system from AEM, FAST, or BigStuff. I also didn't want the limitations of the factory computer. Don't get me wrong, some have had great success with the factory computer and others are very happy with FAST et al, I simply couldn't afford it.

I think the decision to go MS is simply one where you have to evaluate time versus money. If you have plenty of money and no time. Call FAST and be done with it. It will come with a base tune, you can then drive the car to a dyno, and have a professional tune it. If you have plenty of time and little money than MS is a better alternative.

As far as wiring, it is funny, I too was scared of wiring the car, but once you break it down into bite sized chunks, it starts to make sense and that bundle of fifty wires is really just a bundle of about 10 different functions. Once you understand what those functions are that wrist size bundle of wires looks a LOT less intimidating.

For example, you'll need a bunch of sensors to tell the computer what the motor is doing so it will know how much fuel and spark to send to the motor and precisely when.

Here are just three of the sensors you'll need.

Crank Position Sensor- Chrysler abbreviates this the CKP- it has three wires, one provides five volts, one provides a ground, and one provides a signal to the computer. It basically tells the computer how fast the engine is spinning and the position of the crankshaft.

Camshaft Position Sensor- Chrysler abbreviates this CMP- it also three wires, one provides five volts, one provides a ground, and one provides a signal to the computer. It basically tells the computer whether the engine is on the compression or exhaust stroke.

Intake Air Temperature Sensor- or IAT sensor, it has two wires, one is a signal to the computer, the other is a ground for the sensor. This tells the computer how hot the motor is running. It doesn't need power because a change in temperature generates the voltage.

So with three sensors we have a total of 8 eight wires already. Once you start to break it down like this it becomes very manageable. The key is to break out each circuit.

It all comes down to the old adage:

"How do you eat an elephant?"
"One bite at a time."

I'd also think about ordering this book:

[ame="http://www.amazon.com/Performance-Fuel-Injection-Systems-HP1557/dp/1557885575/ref=sr_1_1?ie=UTF8&qid=1337810304&sr=8-1"]Amazon.com: Performance Fuel Injection Systems HP1557: How to Design, Build, Modify, and Tune EFI and ECU Systems.Covers Components, Sensors, Fuel and Ignition ... Tips, Aftermarket ECUs, and EFI Convers (9781557885579): Matt Cramer, Jerry Hoffmann: Books[/ame]

It's written by Matt Cramer and Jerry Hoffmann. I believe Jerry owns DIY Autotune, and Matt is an employee, the reviews of the book are positive, and unlike the Megamanual it is probably better laid out. The book might be helpful regardless of the fuel injection system you use.

The book should provide some information regarding initial setup and tune.

Regards,

Joe Dokes