Meagsquirt EFI on a 2.2T - Real time data view with iPad

[210bhp]

Tim

I have followed this thread as best I can. Really interesting.

I was wondering if you would be interested in an imp engine. It is not complete and has been inside my garage for the last 25 years. I had a successsion of about 6 imps in the 70's and prob. have a box full of spares somewhere too. I think I have some wheels as well and some of those rather fetching chrome wheel trims that fit between the wheel and the hubcap. If this stuff is any use to you I will have a look for it all.

I must say I don't have one of those rather large imp fans you seem to have aquired

Regards
Mike

[Gary71]

Shiny new HT leads!!! Ford EDIS one end and Porsche the other. Made to my measurements so I hope I got it right!

I'll fit them up this week switch back to ECU control and hopefully the misfires will go away

[impmad2000]

Dare I ask ££ ?
Tim

[Gary71]

Much the same price as a normal set from Magnecor, £128. I been thrashing eBay of late with some leather bits to raise the funds!

There was rumor of a DDK 10% but they had never heard of us unfortunately:(

Still £128 didn't seem too bad for a set made to order from the decent KV85 materials. It seems the lack of a 7th lead to the coil compensates for the 'custom build' element. I reckon they hold no stock and everything is made to order by hand anyway, so it's only marginally more effort to make a set to a customers instructions.

Next step is to see if they work...

[Derek]

So glad this thread is back

What's the plan and timescale?

[Gary71]

Hi Derek,

The thread has been dormant as I've just been enjoying the car!

Anyhow, now the salt is out I will focus again on the injection.

The plan is:

1. Fit new HT leads and prove clean ignition on all six from EDIS
2. Remove rear silencer and weld Lambda bung into inlet pipe
3. Configure inlet and cylinder head temperature sensors
4. Check these systems work and log data running on carbs
5. Temporarily plumb high pressure fuel pump to injectors feeding from a can , connect injectors to wiring harness, run engine (on carbs) and see if they spray as expected. (stand by with fire extingusher...I may use white spirit as it is a little less likely to blow me up)
6. Fit throttle bodies.
7. Plumb fuel system properly
8. Try to start engine!!! Adjust map to acheive an idle condition.....
9. Design and make throttle linkage. This will be a little tricky involving a couple of bellcranks and some little ball joints, so I be calling on my friend with a lathe for this one
10. Sort air cleaners... Plan A was to use the original airbox as described earlier in the thread, but I have a feeling that the angle of the throttle bodies will put the inlet trumpets outside of the base plates. So I may have to use a K&N watershield type set up. I was trying to avoid this and keep plenum volume, but it may be the only option.
11. Drive car. Map it. Enjoy it
12. Take to Curborough sprint course April 14th

So not much work there then

[Barry]

What was the outcome on the mechanical side of the engine, Gary? Like Derek says though, pleased to see this thread continuing

[Gary71]

Hi Barry,

I'm just ignoring the mechanical side.... The car runs, maybe not as well as it should but it runs, so I'm just trying to forget all about the hideous imbalance in my compression readings

I can't afford to rebuild it properly so rather than do half a job I'll wait until either I can afford it or a significant mechanical failure forces my hand

I fitted the new HT leads last night... Once I trust this system enough I'll remove all the redundant wiring / coils / CDI box and tidy up the bay.



... and the end of one promptly broke off when I removed one of the leads to untangle and sort the routing of the leads. This one will be going back to Magnecor.



So currently I haven't run it. I'll refit one of the old home made leads tonight and get it going

[Gary71]

Update:

A bit slack in posting, but currently I'm back on conventional ignition.

It wasn't running great before (misfires etc), but now I'm getting loads of surging and the cylinder heads are running very hot, which maybe suggests retarded ignition. Also I'm experiencing many resets on the ECU which you can see on the datalog.

It feels like the ignition is retarding itself, then advancing again, then retarding, all on a constant throttle. The vacuum input from the MAP is fine, so I'm guessing the EDIS is dropping in and out so it keeps switching between ECU control and limp home (fixed 10deg advance). However the ECU is still trying to control it as there is no evidence of this random advance in the output from the ECU. Just maybe the signal is not getting to the EDIS ECU from the Megasquirt ECU.

I've done an extended datalog since this whilst running on conventional ignition with the EDIS coil pack unplugged and I get no resets at all...

So I'm guessing that in some way (completely not understood) the EDIS is playing up and affecting the main ECU. It's a bit coincidental that this has occured with the new leads, but I can't see them having an effect.

hmmm... confused now... HELP!!!!

[impmad2000]

Have you changed (usually neatened ?) the HT leads ? are the EDIS to ECU leads kept clear of the HT leads. It could be that you've inadvertently routed a touchy signal next to an HT lead. If the only thing you've changed is the HT leads, then it is probably this that is upsetting the EDIS/ECU. I guess the EDIS jumping in and out of limp home mode is most likely. Can you see any jump with a timing light ? Might need to force the tickover timing to something else so that there's something to see (?) Check for loose connections, in particular earths, but I'd start to suspect something wrong at the SAW signal if the ECU end seems to be fine. Where did we earth the SAW and PIP screens in the end ? Is the tail of the screen short ?
I have a spare MJLJ box and can quickly knock up an adaptor to MS Plug if you need to rule the ECU out.
Cheers
Tim

[shambly]

You could also try resistive spark plugs if you are not using them already...

[Gary71]

Right then. I've changed my mind...

Family commitments mean I'm realistically never going to get the full system installed and tuned, so rather than carry around a load of stuff I'm not using I'm taking it all off again for the benefit of someone else!

So sad to say I'm open to offers for the full kit.

Megasquirt ECU, full wiring harness, EDIS6 system, 2 x Triumph ST throttle body kits, 2 x manifold adaptors, fuel cut off inertia switch, Lamda sensor & boss (for welding into your exhaust), TPS sensors, high pressure fuel pump, various fuel pipes and T pieces, Vacuum feed, Magnecor HT leads (one still damaged!), wiring diagram, fuse board, relays etc.

Thanks
Gary (feeling like I've let it beat me, but I'm not beaten, just timed out!)

[1972_911t]

Sorry to see your not going to get this up and running it would have been a greate acomplishment. Ironically though its the second megasquirt project ive see someone throw the towel in on in the last month. Theres a thread on pelican where a guy had spent a year and a load of cash trying to get it to work on his SC in the end he sold the lot and got some PMO's.

Whats you plans for the engine now? sticking with the zeniths or do you have something else in mind?

This makes me rethink my idea of using megajolt for my twin plug ignition control. Suppose you just carnt beat the simplisity of the good old dizzy.

Steve

[impmad2000]

Sad to see this post Gary, but you have PM.
I don't want to put mine back OTR with Zeniths and if some of your kit gives me a quicker "in" then I'll probably take it.
Watch my progress, I've been there with MS already and I know it works
You can have an old Zenith as part payment Twin Edis's will just be ready for when I twin spark
Cheers
Tim

[impmad2000]

The kit will be used. Deal done
Tim