T3 megasquirt II conversion

[Max Welton]

I rewired so as to source injector power from the main FI relay... no more flooding.

Tomorrow I will attempt to connect the LC-1 ... then go for a little drive.

Max

[supaninja]

Awesome Max, keep us updated.

[Max Welton]

I got a nice ride out to a buddies house with logging enabled to make some initial VE table adjustments. See attached. Then I was able to make some VE table adjustments to get a nice idle in the 12.0 to 12.5 AFR region.

Unfortunately, the LC-1 went nuts after that so I haven't been able to see how effective my changes were. Even after doing a fresh-air calibration, the output signal is now very erratic.

The LM-1 is still working fine, but I can't juggle it, the laptop and drive the car all at once. So it's really hard to see which VE table cells are in use when the LM-1 says I've gone lean or rich. Very frustrating.

If the LM-1 says it's close, I'm wondering if a NB sensor feeding the ECU directly can get me the rest of the way.

Any thoughts?

Max

[Piledriver]

Does the LM1 have an analog outputs?

Looks like you are still running fixed timing, you should fix that too.
(assuming you are not running fuel only.. that's easily curable too )

I posted a recent MSQ somewhere here, might be a semi reasonable starting point.

Getting the AFR down is the (relatively) easy part...esp with a registered version of TS, you can have 90+% of you map nailed down < 1 hour driving around and finding a few on ramps, assuming your AFR targets are already sane.
(The MLV log tuning works, but takes a bit longer, not real time)
Nailing the TIMING map is where the power/drivability/fuel economy lives, and sadly I haven't figured out a way to automate that. Yet.

[Max Welton]

I'm only controlling fuel so far, not timing.

The LM-1 controller does have analog output.

According to the manual, it takes a 3.5 mm Stereo jack. I'll drop by Radio Shack on the way home tomorrow.

Max

[Devastator]

I believe you can swap the O2 sensor itself between the LC-1 and the LM-1, so you wouldn't need to juggle and you can better pinpoint the problem.

[Max Welton]

Yes, I only have the one sensor. Hopefully I can feed the LM-1 analog to the ECU and be good to go. I should have thought of that before I bought the LC-1.

I will be giving the LM-1 power from the main FI relay and the common ground. The cigarette lighter feed isn't very stable.

Max

[Devastator]

Feeding the signal from the LM-1 to MS is pretty simple. I used an LM-1 for quite some time before I installed my LC-1. I just got tired of toting the LM-1 controller around and trying to keep the sand out of it.

[Max Welton]

Wow. That worked like a charm!! Seriously.

As far as fuel goes, things are looking great. I have a lean spike when I get back into the throttle at the shifts and it's cranky when cold. So I've made the WUE and the TPS Accel enrichment both a little more aggressive and tomorrow we'll see.

I wonder how far I can throw this LC-1?

Time to start writing all this up.

Max

[supaninja]

No recent updates so i'm assuming your just having too much fun driving it.

[Max Welton]

I've been making small changes to the WUE and TPS enrichment to deal with those problem areas.

Yesterday I swapped out the 009 for a 311-905-205L (stock 69 manual transmission) distributor and went for a nice 60-mile freeway test drive. And that went very well. 65 MPH in a slight climb required 35% throttle at around 13:1 AFR. The engine ran cool and performed very well. I even logged MPG of 29 for the tank.

Noted two things however.

1) When I stepped off the throttle, the RPMs hung out at ~1300 for maybe 30 seconds, then sank back to the 900 I had set it to. The TPS reading indicates that the throttle is not hanging up. This was true even after only a few minutes of run-time.

2) Whenever I was in the vacuum-advance throttle range (at any rpm), the AFR went into 16:1 to 17:1 range. Interesting. An effect of the extra ignition advance?

I measured about a 30º mechanical advance range for this distributor and set it to 0º as per spec (according to http://www.oldvolkshome.com/ignition.htm ). New points, rotor and cap.


The today, I had a set-back. It drove normally to work. I needed to run an errand and I made it about 1 mile. At that point it wouldn't idle. On restart attempts, it would fire but as soon as I touched the throttle, it would die.

So I had to call AAA to get the car back to the house.

Anyway, I'm headed out to the barn to commence trouble-shooting. The obvious suspect is the distributor.


I have started the write-up. But the story isn't really complete yet.

Max

[supaninja]

Also check out your air assist regulator, sounds like its sticking open, essenially having a vacuum leak. Did you test the diaphram on the distributor? that could be leaking too.

[Max Welton]

Yep, the distributor canister works and holds.

Air assist regulator? You lost me.

Max

[akokarski]

I am guessing AAR. One siting between throttle body and fan shroud, next to oil breather. It's the valve that has two fittings for vac lines from air cleaner and to bottom of throttle body.



#5 for manual transmission or #6 for auto

Anton

[Max Welton]

I'm not using either. What does an AAR do? I may still have one on the original case.

Also, I just got back from a test drive down the hill and back. Back to the 009, timed to 30º. The return to idle problem is gone as is the small-throttle opening lean-out.

I'm re-making some VE changes I had in there before in order to hit ~13:1 under heavy throttle.