Megasquirt EFI

Thought i might open this up for people using megasquirt efi controlers to help and aid with megasquirt users, because all the other threads arn't really helping us with megasquirt so i thought this might be a better solution and we can talk about 1 thing not 25. So post your questions and stories and i or someone else can help you.

This thread i thought we could just talk about megasquirt and the various thing to go with it.

Great idea. Placed an order last wek for a unit.

Newt

Go-on, im listening 😉

so do u have one fitted ??

Thinking about intake manifolds. Has anyone converted the small type 3 manifolds for injectors?

Newt

You can get manifolds from cb performance parts, they have the bosh injector bungs already welded in and their are two different sorts. I have built my megasquirt controler but i have not fitted it yet but i will get there soon (i hope). Heres the link for the intake manifold i dont think their type three but you could look at the site ........

Manifolds = http://www.cbperformance.com/catalog.asp?ProductID=320
Parts for efi = http://www.cbperformance.com/cataloglist.asp?Search=fuel+injection
Megasquirt site = www.msefi.com

or just diy it, i am its not really that hard.

If anyone has any questions i should be able to answer them and if not i should be able to point you in the right direction. I have built one and i know someone who has built 2 so if you need to ask any questions feel free.

Newt wrote:Thinking about intake manifolds. Has anyone converted the small type 3 manifolds for injectors?

Newt

Do you want to put this on a type 3 or do you just want to use the type 3 manifolds(carbed) on a type 1?

I was thinking about running themon a type 1.

I was reading that you can use a 3/8" pipe thread to 5/8" compression fitting to fit the injectors into a manifold.

Just not quite sure who to ask to find these. Thinking Coventry Fasteners.

Newt

This thread i thought we could just talk about megasquirt and the various thing to go with it.

At last some genuine interest in megasquirt on here!
It's one thing to buy a big brand ecu and have someone wire it all up and dynotune it or whatever. This is why so many people think it costs 5 grand to do an EFI conversion on a VW. It doesn't have to. Most of the parts are cheap and readily available new and used.

I have an MS2 V3 controller with relay board with Innovate LC-1 wideband controller and EDIS ignition on a turbocharged type 3.

The whole Megasquirt scene in America and some European countries is pretty big...funny it hasn't taken off in Aussieland much yet.

Happy to contribute about my successes and failures if anyone is interested...

Cheers! Toby 👍

Newt: The CB performance "end castings" with CB fuel rails and injectors of your choice would work.

Toby

What are your thoughts on the Innovate LC-1 Wideband?

I had been pondering Tech Edge.

Cheers

Newt

I have the sam ecu as you (their great), with the LC-1 do you find it good or do you think 14pointseven wideband is better thanks.

Come on people start talking.. LOL 😂😂😂😂😂😂😂😂

get a haltech

hellbugged wrote:get a haltech

Yep, then what??😂

theres always plenty of discussion and threads on MS in the fuel injection forum over at Shoptalk

hellbugged wrote:get a haltech

pffft MoTec all the way 😂

Mmmmm what model Motec is that one Joel???

thats the artline70 special edition




it was sitting on my desk while i got serial numbers early in the piece and couldnt help doodling on it one night watching tv

Joel wrote:thats the artline70 special edition




it was sitting on my desk while i got serial numbers early in the piece and couldnt help doodling on it one night watching tv

😂😂😂😂
You crack me up.

I am now going to fit up an early F5 Haltech into my beetle, the IDA's have gone home to Sydney (thanks Rod). The F5 was last seen on Noahs auxilery engine, so finding a dynosaur laptop might prove interesting.

The LC-1 has been great since I had it replaced after the first one died while testing it on the bench.
The RMA process was great and I had a new one from the states in under a week.
Since then it's worked perfectly.
Megasquirt II can take a direct analog 0-5v input from one of the 2 analog outputs...(MS is coded for it and is an option in o2 sensor selection in the configurator) the other goes to the gauge.
Uses a simple bosch 5 wire o2 sensor and can e configured for virtually any fuel type.
Haltech sell the same wideband controller under their own brand name btw with the nice digital gauge :-)

Can't comment on other setups but I know there are several out there now to choose from.

matberry wrote:

hellbugged wrote:get a haltech

Yep, then what??😂

......put it in the fridge.........

Whats wrong with ms2 i ike it so far. 😀 Its not in my car yet tho.😂

type3lover wrote:The LC-1 has been great since I had it replaced after the first one died while testing it on the bench.
The RMA process was great and I had a new one from the states in under a week.
Since then it's worked perfectly.
Megasquirt II can take a direct analog 0-5v input from one of the 2 analog outputs...(MS is coded for it and is an option in o2 sensor selection in the configurator) the other goes to the gauge.
Uses a simple bosch 5 wire o2 sensor and can e configured for virtually any fuel type.
Haltech sell the same wideband controller under their own brand name btw with the nice digital gauge :-)

Can't comment on other setups but I know there are several out there now to choose from.

did you put the ECU together yourself or get it assembled?
how much has it cost you to set the full EFI system up?
what manifolding are you using?
how are you tuning it? dyno or road? if road then how?

trying to con my new boss into building a 1600 TAT for the rattiest split ute you've ever seen. Sorta like stanley's only EFI and an intercooler to get it to last longer. Thing is, our budget is $-0 so trying to be megacheap.

Hi Pete!

- I assembled it myself...spent 5 years as an electronics tech/assembler in a previous life
- I've probably spent about $1500 tops on EFI related stuff but it could be done for well under a grand. I experimented with a few options before settling on the current config controlling fuel and ignition
- using type 3 efi runners with commodore injectors and CB fuel rails, camira throttle body
- didn't get much tuning in before I decided to remove the engine again to make some changes, but the fuel can be dialled in quite accurately with the wideband by datalogging drives and feeding the info based on AFR targets into megalogviewer which optimises the VE table...deffo would be easier with a second person to make the real time changes on the fly with the laptop...timing is more "seat of the pants" and once I've got it as close as I can it's off to the dyno

Can't wait to get the engine back in, the new turbo fitted and the suby intercooler plumbing all sorted.

what did you do for sensing temp? how many sensors and where?

now that 1500 is that computer and all

Ha! The old "coolant" temp sender problem on an aircooled VW...sorry I don't have the answer.
I first tried an open element GM style sender in the airstream under 3 & 4, then a GM style coolant sender where the oil pressure switch goes on a beetle (i have a converted beetle case in the type 3) and played with the calibration in megatune. I must admit that I'm still not entirely happy with my warmup enrichment. Next I'm going to try something attached to the head similar to the VW oem setup. I also have an IAT sensor in the manifold just before the throttle body.

I don't have receipts handy, but yes $1500 included the computer.

type3lover wrote:Ha! The old "coolant" temp sender problem on an aircooled VW...sorry I don't have the answer.

Coolant temperature senders are just a variable resistor . Try using the oil temperature as a starting point and see how that goes . Otherwise you could just use a resistor box ?

Good to see you guys getting into late model wideband EFI tuning . Its just a pity you cant run knock sensors cause that would make tuning extremely accurate then !

Has anyone got a Ford EDIS-4 working with megasquirt?

Also can anyone who has put a megasquirt in had it tuned on a rolling road? I think part of the battle is finding a dyno tuner that can work with megasquirt instead of Haltech/microtech

Cheers

Steve

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.

I just ordered a MSII kit with stim and relay board, will update my post in members rides of the build when I start assembling it.

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.

hey type3lover. are you the guy on youtube with the turbo blue notch with megasquirt?

this video yours?

Hi Vlad...yeah that was a while ago! Quite a bit has changed with the setup...well in my head anyway 🤖
Cheers, Toby

I though that was awesome what you did. lol small world, I saw your vids many months before I joined here or even had a vdud for the mater of fact.

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.

Please do, EFI is on my wish list.

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?

Thanks

Steve

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.

here's a pic as it sits presently. Quite a clean result I think, Its a daily driver when it gets back on the road.

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.

http://photohost1.co.cc/thumbnails.php?album=1

Can you setup sequential injection on the MS?

Yes

http://www.megamanual.com/index.html

cool. I also read the page on knock sensing, real cool stuff. I have a knock sensor at home, GM one😀

Any one direct firing a EDIS coil with MS2/Extra?

I guess it's about time I chimed in again...

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.

How is everyone else going?

doesn't the MS have spark cut rev limiting feature?

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.

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?

So its like a more advanced form of the DFi module seen on Holden V6's?

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 😂

haha 😂 you should checkout VN-VP V6 delco ECU's and efi system.

programmable, versatile, simple,reliable no dizzy 👍


check it. I am a bit vague on tuning but some cool stuff in here.

http://www.delcohacking.net/forums/

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.

Those experienced could throw me some advice.

Hi all,

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

nice thread dig!

I remember this from when I started looking at EFI. boy has things changed since then !

Well i jumped in and fitted a MS3/MS3X, LS1 CNP on each cylinder. yet to get the injection sorted out but not far, just too many other things on my plate.

Love crank fire ignition, totally smooths out the motor and with a strong spark pulls really well. Feels like a totally different motor. Can't wait to get the fuel sorted out.

its not really the spark that makes it pull well, its having total control of when it happens.

having ability to adjust spark timing in 3 dimensions (rpm vs map vs deg advc) allows to yield maximum torque at anything given condition plus having precision fuel metering in all conditions to boot. 👍

EFI ftw!, chuck those carbies in the bin! 😂 my new saying lol it rhymes