Hi Bug Racer...the oil warms up too slowly to give a good representation of engine temp where and when it counts.
Hi Matara...I have recently converted to edis-4 on the type 3...it's the most reliable trigger I've used so far...the others being points, a 2.1 hall effect dizzy and a haltech s3.
I guess re the dyno idea it comes down to showing the operator how to make changes, or just getting him to hit all the load points and dialing it in yourself on the laptop. I hope to do the latter!
Maybe you need a switch to change it from open loop to closed loop ? Or a variable resistor ? Tough call and I guess someone will eventually work something out
Bug_racer wrote:Try using the oil temperature as a starting point and see how that goes .
oil temps not a good one to use as it takes alot longer to heat up than the rest of the engine and responds prety slowly to temp changes, it also reflects engine revs more than it does engine load
better off tapping the #4 head area for a sender like stock type3 setup has
Some of the US megasquirt users have been installing the "coolant" sensor in the rocker covers, they say it heats up faster with the oil splashing off the hot cylinder head.
Quote of the week
"Do I wish to send them to you again, nope, no interest can't be bothered really, to much hassle for little or no return."
My parts arrived today from DIY autotune. MSII, relay board, stimulator kit and power pack for stim. I'm too scared to open up the bags untill I'm ready to assemble it in case I lose all the bits! I'll assemble the relay board, then the stim and MS. Hopefully have the relay board and stim done by next week.
Alright this forum has nearly died so i thought i might spring it into action. I just bought some mexi bug parts from mexico including Throttle body, end castings, fuel rails, alternator stand and stramp. Cost me $400 to ship to brizzi. This setup i will be running on a 1914 in baja with Megasquirt 2. I will be using ford EDIS as ignition. At the moment my car is in pieces as i am rebuilding the entire thing. I can post some pictures of the mexi stuff if anyone is interested.
dekkerboy wrote:Alright this forum has nearly died so i thought i might spring it into action. I just bought some mexi bug parts from mexico including Throttle body, end castings
From what I read on shoptalkforums, I thought the Mexican throttle body and runners would restrict airflow to anything bigger than a 1600/1641?
Thought I'd put an update of my slow moving EFI project here. MS2 and stim have been built since May i think and running fine on the bench. Everything is done and mounted in the car with the exception of the hardlines for the fuel (waiting on a tool) and the wiring harness which is tomorrows job to get started. I was running the coolant sender (gm closed element) under the head screwed into the fins but had to move it to the rocker cover due to clearance issues with the exhaust.
Engine is a 1600 with a port cleanup and 1.4 rockers, vintagespeed 1.9 superflow exhaust, EDIS ignition, German FI manifold with CB endcastings, KN filter (actually says its a breather filter!!!). 14lb injectors, CSP breather etc etc.
From what I read on shoptalkforums, I thought the Mexican throttle body and runners would restrict airflow to anything bigger than a 1600/1641?
It would if i was to rev it past 6000rpm's which i wont be so no problems to check out the photos they are in the link below and also if you want a free hosting account with that site just place volkswagen in the comment section and i will upgrade you thanks.
I have had my type 3 on the road for a few weeks now...running MS2, LC1 wideband and EDIS. It's almost dialled in as far as tune goes...thanks to the wideband and very conservative "seat of the pants" spark timing changes.
I ran with the "extra" code for a bit but am using the B&G 2.9 for simplicity's sake.
Next is to add the turbocharger, which means no more EDIS if I want spark cut for the rev limiter. Currently atmo I just use the fuel cut but this would be disastrous with a turbo.
No biggie...MS2 will happily decode the 36-1 trigger wheel anyway and run wasted spark...heck if I wanted I could run sequential injection and COP but that can happen later.
Yeah Vlad it does...however whenever the EDIS module loses the "SAW" signal from the ECU it goes into limp home mode which locks the timing at 10*btdc until it gets a signal again, but it still fires every ignition event.
vlad01 wrote:Thanks, I understand now. So the EDIS module controls the ignition as like a stand alone device but need data from the ecu for timing control?
Exactly...but of course it must send a signal to MS...no rpm signal = no fuel delivery
So its like a more advanced form of the DFi module seen on Holden V6's?
No idea...the last time I worked on a holden was when I removed the injectors from a VY to fit to my notch 😂
I run an EDIS with a Mega-jolt on my turbo 1776, I think it's the best value thing I've ever bought.
I will definitely be running EDIS/Mega-squirt EFI on the engine currently being planned.
I can't find anything as good for the money.
type3lover wrote:Next is to add the turbocharger, which means no more EDIS if I want spark cut for the rev limiter. Currently atmo I just use the fuel cut but this would be disastrous with a turbo.
You could always try one of these: http://www.dynaonline.com/skins/products/accessories/Dyna_RPM_Limiters/
Stand-alone, hooks to coil O/P triggers. Not sure about the response of MS to it, but probably wouldn't affect anything (including EDIS).
Don't worry about it being for a bike, I've used them on upgraded HEI before no worries.
Sticking to MegaSquirt, any suggestions on which Aussie car parts are a direct fit as peripherals for a MegaSquirt setup?
I've got CB Performance 48mm throttle bodies, on type 4 IDF manifolds. Got pump, 36 tooth crank wheel.
need to identify:
crank pick-up
Coil pack
injectors for a 2.0 to 2.2 litre type 4 with mild Webcam cam.
Also need advice on exactly which MegaSquirt ( I expect MegaSquirt II ) and which add on modules are required as a minimum to run crank-fired ignition initially, then replacing carbs with injection.
I need to keep an eye on this, trying to learn what i need as I am gathering parts and want to start putting it all together. I have my Electromotive VW crank trigger kit, and from a wrecked magna i have an O2 sensor, injectors and throttle body. Im going to use CB endcastings and already have an SC12 supercharger on custom intake mounting. Just a little confused on which megasquirt would be best as looking to run wasted spark since i dont have cam reference, and probably can only run batch fire injection because of same. I dont want to run EDIS but directly fire coil with MS, less things to patch in but not sure would it make it a more simple system. I like the idea of having an MSD type of fire, long strong duration, but still reading up so not sure if this can be done with MS.
just bringing up an old thread to see peoples progress and to see if others have jumped on board with Megasquirt.
I have purchased a MS3x and will be going full sequential fuel injection and spark. I am getting very close to starting the wiring process that is a little scary when I look at the numbers of wires.
I'm also looking into a knock sensor system, but not MS. I have been thinking of the J&S Safeguard system, but it is a little pricey. http://www.jandssafeguard.com/
Here is a photo of some of my MS stuff, although a little blury as its all in plastic bags for now.
Kev
I thought rebuilding a VW would be cheap - Shit I was wrong, just don't let the wife know !!!!
