My Megasquirt 3X conversion
01-01-2012, 10:52 PM
#61
Pro
Thread Starter
With some great help from "Z" on how to wire the MS3 to the fuel pump relay, I have made progress on the MS3x harness build. The MS3 wiring diagrams for the MS3 and MS3X connectors are invaluable - but you have to read them again and again to make sure all the details are accounted for. Several times I have had to back up a couple steps to correct something that was clearly shown on the diagram or described in the text. Finally, I took their diagrams and modified them to make sure I have documented all the wiring changes and additions - this helped me the most being able to actually see the schematic. Plus, I'll have this for reference later when I have forgotten what I did 
- just a good practice anyway. The pic shows the layout for the MS3 computer (white paper), the fuse block and relays, and the Inertia Impact Switch. One of the relays is the master control for the fuse block power, and the other is for the electric radiator fans which I'll use MS to control. Still have to go through and neaten thing up and insulate all the hot terminals, but it's starting to come together inside the cabin.
- just a good practice anyway. The pic shows the layout for the MS3 computer (white paper), the fuse block and relays, and the Inertia Impact Switch. One of the relays is the master control for the fuse block power, and the other is for the electric radiator fans which I'll use MS to control. Still have to go through and neaten thing up and insulate all the hot terminals, but it's starting to come together inside the cabin.
02-18-2012, 10:16 PM
#63
Pro
Thread Starter
Finally got some time on the engine, but it was to finish the design work for the coil mount brackets for the D585 coils, and hopefully fit to LH style Euro S runners with the injector holddown boss on the side. I'm waiting for confirmation of fitup from another builder soon. If it works, then I'll have bracket designs that work for the D581 Melco coils with CIS runners, and the D585 coils with CIS or LH runners.
Also, reinstalled all my recently plated brackets, so the engine is close to done. Still have to clean the injectors, and get new o-rings and pintle caps before the rails can be bolted on. Soon....
Also, reinstalled all my recently plated brackets, so the engine is close to done. Still have to clean the injectors, and get new o-rings and pintle caps before the rails can be bolted on. Soon....
03-17-2012, 07:34 PM
#64
Pro
Thread Starter
I decided to get the extended tip injectors (Bosch #0280155825) which are #24 flow - got them from ebay, and they are here now. I'm glad I did, as the standard tip length would have had some of the spray hitting the wall of the injector hole in the runner, complicating the tuning process. These have the tip just at the bottom of the injector hole, so not a bad fit. Otherwise same body dimensions as the Ford units I have been using for sizing and design. Just have to get these cleaned and new o-rings - a fuel fire because of old o-rings would be a huge mistake! After that I get to final install the rails and fuel lines, then ready to install the engine to finish the wiring harness work. Note- the dirty runner pictured is a spare - just showing tip location - my real parts are clean!
05-06-2012, 11:29 PM
#66
Pro
Thread Starter
Been working on the conversion details on the side, mostly focused on the interior recently. But, have decided to push on to the engine install, so wrapping up items I have left 'til last. A couple weeks ago found the Ford injectors I have been designing things around are ~12mm taller than the VW/Audi EV12 injectors I'm actually using - Oops! So, the fuel rails now sit lower, and don't clear the Melco D581 coils - %^$^%^%^! Luckily I had a set of D585 coils on hand, and they are lower height, so did a redesign of my brackets to use the D585's. All looks good now....
08-06-2012, 10:07 PM
#71
Pro
Thread Starter
Lots of other progress on the car and engine bay, but finally got around to the MS3X wiring on the engine in the last couple sessions at the car shop. I had all the engine harness roughed-in months ago, but now it is all connected! The sensor wiring is generally up the middle under the spider body, and each bank of injectors and coils is branched from the center of the firewall, so a very clean look. When connecting the 2 wire IAC, I found the +12V power wire was not correct from the CE panel, so reverted back to the MS diagram where this is pulled from the fuel pump +12V wire. At the same time, I ripped out the impact safety switch because the wires on it look to be 2 gauges smaller than the stock +12V wire to the fuel pump - could have been a challenge tracking down why the fuel pump fuse would keep popping!
When setting the wires for the injectors and coils, it really helps to have a master diagram on the spider body to remind me which cylinder is related to the A,B,C,... firing order from MS. A couple times I got confused reading the LSx engine diagram, until I scratched out all references to Chevy, then labelled all the cylinders with A,B,C,... based on the Porsche firing order. Made things so much easier! Also, I was very careful to verify each wire from MS computer is at the right spot on the engine, so later, when testing the circuits, things should work the first time - hope I'm not cursing myself now! So, very pleased with the final setup of the harness. Next is to get the dash back together, so I can turn the key and start powering circuits for testing things before the MS box is purchased.
When setting the wires for the injectors and coils, it really helps to have a master diagram on the spider body to remind me which cylinder is related to the A,B,C,... firing order from MS. A couple times I got confused reading the LSx engine diagram, until I scratched out all references to Chevy, then labelled all the cylinders with A,B,C,... based on the Porsche firing order. Made things so much easier! Also, I was very careful to verify each wire from MS computer is at the right spot on the engine, so later, when testing the circuits, things should work the first time - hope I'm not cursing myself now! So, very pleased with the final setup of the harness. Next is to get the dash back together, so I can turn the key and start powering circuits for testing things before the MS box is purchased.
09-12-2012, 02:00 PM
#73
Man of many SIGs
Rennlist Member
Rennlist Member
Guess what's available for the Megasquirt 3 now. 2 channel knoch detection that can retard the spark. Better yet, it was tested with the 928 knock sensors. 
http://www.diyautotune.com/catalog/m...kit-p-522.html
This add on board solders on top of the MS3 daughter board and gives you two channels of knock input that the MS3 can use to retard spark. Using this module will give you a much more sophisticated knock detection circuit than on any previous MegaSquirt knock detection. Features include a programmable bandpass filter, levels that change with RPM, the ability to assign different cylinders to different sensors, and different gain levels for each cylinder. See the MS3 manual for details.
We carried out our own testing with a Bosch 0 261 231 008 sensor - this is a broadband (non-resonant) sensor type that has no built in filtering, so it can be used with a wide variety of bore sizes. Similar Bosch sensors should also work (most of these only differ in their packaging). This knock module can also be used with tuned knock sensors if they are tuned to your engine's bore size.
This board only works with MS3.
http://www.diyautotune.com/catalog/m...kit-p-522.html
This add on board solders on top of the MS3 daughter board and gives you two channels of knock input that the MS3 can use to retard spark. Using this module will give you a much more sophisticated knock detection circuit than on any previous MegaSquirt knock detection. Features include a programmable bandpass filter, levels that change with RPM, the ability to assign different cylinders to different sensors, and different gain levels for each cylinder. See the MS3 manual for details.
We carried out our own testing with a Bosch 0 261 231 008 sensor - this is a broadband (non-resonant) sensor type that has no built in filtering, so it can be used with a wide variety of bore sizes. Similar Bosch sensors should also work (most of these only differ in their packaging). This knock module can also be used with tuned knock sensors if they are tuned to your engine's bore size.
This board only works with MS3.
09-24-2012, 04:37 PM
#74
Rennlist Member
Ask and you shall receive.
I bought all the peripherals to do a MS Ford EDIS install on my track car awhile back. I've been waiting to buy the actual MS module, because I wasn't satisfied with a good knock sensor system. I was leaning toward to the MSII, since I don't really need all the bells and whistles of the MSIII... until Fabio's post above.
Just came today. MS3.57 with the MS3 Knock module pre-installed.
Plan is to pick up a late model engine crossbrace at SF12, put it in my OB Track car, and install the motor from my S4 wired to the MSIII. Then, after a lot of praying to the Amsoil gods and St. Kibort, the patron Saint of all 928 Racers with stock oiling systems, go do some racing next spring.
I bought all the peripherals to do a MS Ford EDIS install on my track car awhile back. I've been waiting to buy the actual MS module, because I wasn't satisfied with a good knock sensor system. I was leaning toward to the MSII, since I don't really need all the bells and whistles of the MSIII... until Fabio's post above.
Just came today. MS3.57 with the MS3 Knock module pre-installed.
Plan is to pick up a late model engine crossbrace at SF12, put it in my OB Track car, and install the motor from my S4 wired to the MSIII. Then, after a lot of praying to the Amsoil gods and St. Kibort, the patron Saint of all 928 Racers with stock oiling systems, go do some racing next spring.
