Summer build thread: Megasquirt and more...
#107
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Just throwing an idea out there, but have you considered switching to the turbo manifold to straighten out the air path now that the AFM is out of the way? Not sure it would even be worth the effort power-wise, but it might clean things up a little bit. I've deleted my flip up headlights, so I was thinking about running the intake into the nose like the V8 guys do sometimes.
#108
Rainman
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Just throwing an idea out there, but have you considered switching to the turbo manifold to straighten out the air path now that the AFM is out of the way? Not sure it would even be worth the effort power-wise, but it might clean things up a little bit. I've deleted my flip up headlights, so I was thinking about running the intake into the nose like the V8 guys do sometimes.
ill get around to testing it with the maf eventually.
#109
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It would be interesting for sure. I wonder if the same gains could be found by extrude honing the NA manifold...it's not exactly smooth in there. Another option is ITBs, which would definitely help. The speed density tuning algorithm looks at MAP, IAT, and TPS so it's definitely feasible unlike any setup involving an AFM or a basic MAF. That would be a cool project...
#111
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It would be interesting for sure. I wonder if the same gains could be found by extrude honing the NA manifold...it's not exactly smooth in there. Another option is ITBs, which would definitely help. The speed density tuning algorithm looks at MAP, IAT, and TPS so it's definitely feasible unlike any setup involving an AFM or a basic MAF. That would be a cool project...
#112
Race Car
Join Date: Mar 2012
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the MS2Extra code that michael and I run is also capable of running blended alpha -N which is possibly a smoother choice for an ITB setup. The throttle linkage is also an important part of the puzzle, it has to be fairly progressive and slow opening with respect to pedal input at low openings. For those who dont know, the real issue is that when opening the throttles from idle or from low loads, ITB's can be touchy and hard to control, and also have a tendency to bog if opened too rapidly. I have a set of ZX12R 46mm throttles on my desk. I originally intended for them to find their way onto my 951, but they are more likely going to end up on my NA instead. They're a little oversized for that application, but we'll see. As far as the uneven MAP signal is concerned, this is easily solvable by simply using a vacuum manifold to draw the signal from, which sort of helps to "average out" the signal by drawing from a larger collective manifold rather than from behind each throttle. I am going to reuse the kawasaki TPS if I go this route, its a compact, reliable unit of the proper variable potentiometer type and should work great. My plan for a manifold is a hacked up NA unit, flow bench testing has shown the NA runners to be superior in flow and also more even runner to runner vs the 951 intake. The turbo intake manifold was somewhat of a packaging compromise with respect to the compressor. I'll hack the stock runners a few inches after they turn up and then weld them to the ITB's with some velocity stacks. Add 4 filters, a vacuum manifold collecting signal from each cylinder, and done. Nice thing too is the ZX12 ITB's I have include the fuel rail, the fuel lines, and the injectors. Megasquirt is capable of running two sets of up to 4 high impedance injectors in batch fire mode, letting you run staged injection if you wanted to say, idle on the stock bike injectors for a smoother idle, and then transition to the 944 injectors after a certain load. Endless possibilities.
#113
Race Car
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Here's a short video of the car starting and running from about a week ago, will get driving footage after it's all back together. It's smoother at every level and without a doubt pulls harder, especially when wound up a little.
Porsche 944 MicroSquirt - running smoother than ever - YouTube
Porsche 944 MicroSquirt - running smoother than ever - YouTube
Q: why would the DME never allow the engine to idle this well?
#114
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The DME couldn't idle it as well because of a combination of things... AFM squeezing its neck, batch fire (this is semi sequential), less precise spark timing, plus other factors I'm probably not even aware of. The bottom line is that even 5 minutes of tuning will achieve a better idle than the DME as long as your hardware is in order.
#115
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Passed state inspection!
Well, in TX it's just a safety inspection for cars 25+ years old. But it's the furthest I've driven on the MS setup because the place is quite a drive (not a lot of places in my area are able to inspect older cars, I think it's a licensing thing from the state). It didn't miss a beat, even with 102 deg. heat outside.
Well, in TX it's just a safety inspection for cars 25+ years old. But it's the furthest I've driven on the MS setup because the place is quite a drive (not a lot of places in my area are able to inspect older cars, I think it's a licensing thing from the state). It didn't miss a beat, even with 102 deg. heat outside.
#116
Race Car
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Passed state inspection!
Well, in TX it's just a safety inspection for cars 25+ years old. But it's the furthest I've driven on the MS setup because the place is quite a drive (not a lot of places in my area are able to inspect older cars, I think it's a licensing thing from the state). It didn't miss a beat, even with 102 deg. heat outside.
Well, in TX it's just a safety inspection for cars 25+ years old. But it's the furthest I've driven on the MS setup because the place is quite a drive (not a lot of places in my area are able to inspect older cars, I think it's a licensing thing from the state). It didn't miss a beat, even with 102 deg. heat outside.
#117
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Great work! How did you implement the idle valve? Tied the closing side permanently to ground? Or used the inverter circuit to generate the complementary signal for true PWM?
#118
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I actually really like this setup relative to the PWM idle valve of the late cars, entirely because it requires zero configuration.