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Hi Guys N Ladies if you are out there...
Looking for some help?
Building a 86 Na want to convert to Megasquirt II
looking for a base map and configuration files.
Link to prior maps is saw post no longer work.
plan to start out with MS 2 piggy backing stock DME to compare
then eventually converting to MS 2 for fuel and stock Ign then finally Coil on plug seq ign.
Any body can you help???
Current set up will be MS II with v3.830a.abs.s19 firmware will have Internal Map Sensor and front crank mounted wheel and sensor APSX D1 WBO Controller And G1 LED AFR Display feeding both the MS2 n the stock DME
stock AFM for now. thinking of finding a old AFM and gutting it to keep it stock looking but using the to Air temp sensor or mounting a GM sensor in the air box.
So looking for a base map to get car started...
Here's my current MSQ file. See the warning a page or two back about running someone else's tune... this should be a starting point, at the very best. The ignition advance and VE table are probably close enough to get you driving but carefully check all the setting and make no assumptions.
SpeedFrk, can you share details of how you set up the stock idle valve with MS?
I would be happy to. This is for a Late turbo car so not sure how it would translate to an early car. The IAC valve has 3 wires:
1. Pin 3 - To DME pin 33
2. Pin 4 - To Chassis ground
3. Pin 5 - To DME pin 34 through a 50 watt chassis mount resistor (The part I used)
So if you search, you will find lots of good data about how to hook up a 2 wire bosch PWM valve but nothing for a 3 wire. Essentially, the center pin is always grounded to the chassis and pins 3 and 5 are provided alternating pwm signals for opening and closing the valve. Unfortunately for us MS users this is not something clean to do, MS only has 1 pwm output. To get around this you have to ground 1 of the legs with a sinking resistor. I used pin 5 (DME pin 34) to do this. As you can see from the photo I modified a DME enclosure for my MS install so I just bolted the 50 watt resistor to the case of the DME and wired it inline between the back side of the 35 pin connector and the DB37. DME Pin 33 gets wired directly to DB37 pin 30.
Next you need to set up the software, I have attached a screenshot of my IAC settings page for people. I would highly recommend testing this all on the stim to make sure you can drive the valve open and closed as well as simulate WUE which would have the valve taper during cranking and warmup. After that its just a matter of dialing in for your exact setup.
Here are my tables. Ignition hasn't been dyno tuned but I don't knock anywhere, there's probably a little room if one was so inclined. Humor me and post yours?
General settings. The req_fuel is a direct function of displacement, injector size, cycle, and AFR. I put 14.1 since it's pretty much E10 fuel at the pump. The req_fuel is cut in half later on (12.5 ms to 6.25), because it's injected twice in the same cycle - 360* apart. That's semi-sequential fueling. Batch fire would maintain 12.5 ms and just squirt it all at once.
VE table, with an advanced stock cam you'll have a little different "shift" to the left I would think. I ordered an offset key finally last night for both of my cars, I'll note how that effects VE
AFR table. I spent like 2 minutes on this to get me in the ballpark with auto tune, and then just did the rest open loop or by manually smoothing. It's obvious where the cruise cells are.
Spark advance
Allan, my NA runs much better than stock and has been more reliable than my Toyota since installing this over a year ago. The key is spending the time to install it without taking shortcuts (such as scotch blocks, butt crimps, not tuning everything, reusing 30 year old parts when new ones aren't even expensive, not investing in quality aftermarket parts).
just a small dose of modernity to breathe new life and add reliability to aging electrons.
Motronics are dying...the cars are fine, but are door stops without an ECU. MS (and others ) offer a "brain transplant" to an otherwise healthy body...
Originally Posted by odurandina
so tell me, not killer dyno queens but the gd sh_t runs.
helluva bridge to the LS years that will save humanity kinda the electronic blue devil?
I'll have to get permission from Peep to post up my tables
Thank you for sharing - I think you may be leaving some power on the table still in ignition timing - I've got 30 degrees at WOT and run 87 octane. I think my best power on the old Rogue setup was 32 degrees peak on 91...I am thinking of adding a little timing and going back to 91 and seeing what happens with my next fill-up.
Spencer, at about about RPM were you in at 30 deg, WOT? I'm on 93 pump these days, I'm in for more timing. My plan was to get a dyno tune on the 951 for ignition, and interpolate the out-of-boost timing to my NA.
Edit: here's a more aggressive map I have. How does this stack up?
In contrary, 951 benefits more from adjusting ignition timing up to 100kpa like to should be on properly tuned NA engine. For example on 2valve head and single spark plug at least 30 degrees, exact figure to be established but 924 NA for example likes a whopping 36 degrees due to the poor placement of the plug and slow-burning combustion chamber. 944 head is a bit better in that area.
Also everyone needs to remember that a 951 out of boost is going to want more timing than an NA because the compression is lower. So an NA at WOT @ 3300 rpm is going to knock with the same timing that is ok on a 951 @ WOT @ 3300 before boost is built. Of course once the turbo car sees positive pressure, the comparison goes out the window since the dynamic compression of the turbo engine quickly goes through the roof and timing better be getting pulled out accordingly.
Are you still running 55# injectors? 13 ms is waaay too high. At 2.5 bar fuel pressure, I'm getting ~7.8 ms and at 3 bar, about ~7.2 ms. There's a calculator about halfway down this page: http://www.megamanual.com/v22manual/mfuel.htm
No, I am using stock 944 injectors at stock fuel pressure.
My VE table numbers are very close to yours with the 13ms setting - I was wondering why your injectors are so big?
I watch my lambda while out driving and it is bang-on...I am still working out the very low load maps because it's hard to hold those steady.
06-26-2016, 12:26 AM
