MSefi.com read only forum (Jan.15,2018)

Glad you were able to get it sorted out. Given the cost of the MS-II daughter card and the time required to get a new one, I am a little surprised that the documentation does not strongly suggest implementing the buffer. The polarized plug is a nice touch to eliminate the problem.

- Charles.

SAW is an input signal, when it was conected to the TachIn on the board, it would not be a problem for the EDIS, as an input would be connected to an input with no pull up resistors, etc involved. As the PIP is now working (limp home mode works), I would doubt that there is any problem with the EDIS ...

Marc,
“…fuel pump is staying on full and the injectors are clicking away all the time. And now the motor won't turn over”
Did this happen with the engine not cranking? If so, check for hydro-lock.
If the fuel pump stays on even when not cranking it might indicate something wrong on the ...

No new ideas, but rereading this - was a start attempted with the SAW line disconnected to force the EDIS to limp home mode? Assuming limp home mode is set for 5~10 degrees BTDC, that might help to eliminate ignition wander as part of the problem.

Very nice work on the engine.

- Charles.

"puffs ...

mrselfdestruct1994,
Glad the spreadsheet data was useful to you. As Al pointed out, in the low range, the exponential nature of the MAF curve can be approximated by a linear function. When using polynomial fitting, the resulting function can do odd things depending on the power used, amount of data ...

The readings after the catalytic converter would not be correct. The cat is designed to help complete the combustion of the unburned fuel in the exhaust. The output of the catalytic converter represents the combustion in the engine and the secondary combustion in the converter. Some cats (3 way ...

Jason,
I looked through the log files and compared your msq to mine. We both have 2 liter engines, so it should be close. Everything I saw looked fine – I used windiff to help avoid overlooking anything. The only thing I noticed was that the .msq is configured for high impedance injectors. Not a ...

JasonJason,
Glad you were able to get the spark sorted out.

Be aware that fuel flow during cranking is determined solely by the Cold cranking PW [pulse width] and Hot cranking PW. The defaults for these usually will get the car started. If you think it might be flooding, holding the gas pedal to ...

762002,
Please include your processor type (MS-I or MS-II) and code version in your post. Board version number (1.01, 2.2 or 3.0) can be useful too.

I am not familiar with digital timing light, but if it is set to 0 advance it *may* work - see note below. If not, try to obtain a simple timing ...

durson1,
Glad you found the wiring problem. Based on your stim / versus car results, something looked a little out of place. Concerning your question about AFR, I think Al Grippo answers is on the last page of:
http://www.msefi.com/viewtopic.php?f=64&t=33823&start=80
Somewhere in that thread is a ...

durson1,
Glad to hear that you were able to get it sorted out. The stim is a brilliant bit of kit to sort out problems / understand how the system works.
If time permits, please post your experiences with the MAF. It completely transformed the way my car runs, mainly because it handles transisent ...

durson1,
The easiest way to sort out the RPM #'s is to use the Stim and MegaTune / TunerStudio / MegaLogViewer [turn on datalogging and have MeagaLogViewer follow a live file – a really neat feature that Phil added]. Add a gauge to display Gve or watch it in the log file. Change the RPM until Gve ...

durson1,
Looking at the log file, it does not look like the MAF reading is being seen by the controller. At low / slow throttle openings, the MAF and TPS signals look similar. A way to test the operation on the stim is to jumper the TPS signal from the stim to the MAF input location. This allows ...

Fred,
I did a bit on characterizing the MAF sensors. On the inlet tube, it might a good idea to look at the cross section and determine the velocity of the air flow to make sure that sensor will be operating in its range. Mike's idea with the flow bench should work really well. If you don't have a ...

Lance -
The tach pick-up is from the negative side of the coil for my '79 twin cam (carburated, now fuel injected). The Lancia is most likely the same.
The diode trick described at the end of the EDIS page should work, but I have not done it with mine yet.
http://www.megamanual.com/ms2/EDIS.htm ...

Thanks for setting the meet up. It was great to meet everyone and learn a bit more about where MS is going.
Jack – David and I must have just missed you.
David - thank you for helping me get around and the great introduction to track operations. My hearing is starting to come back…

Charles.

James,
Running without the EGO on during a race assuming the tune is good is probably a good idea. As the tune gets better, the need for EGO correction should reduce. On any engine, once the tune is good, too much EGO authority will cause the engine to run too rich / lean in the event of an O2 ...

However, still curious for experiences from someone who has actually run a trigger wheel controlled dizzy vs. EDIS.
I have seen / helped set up both. By far the biggest advantage is going to crank based tach input. Depending on how much play there is on a camshaft driven distributor, the results ...

My wheel was 106mm (~4.2") or so. I do not believe that it is too particular, but I have seen evidence that the iron / (gap + iron) ratio seen by the Vr sensor needs to be in some range - call it 30-70 % or so. The Ford wheels are 4.8mm / (4.8mm + 8.4mm) = ~36% (140mm / 5.6" wheel). The iron part ...

Just leave the fuel settings for speed density
Fuel Settings > Injector Control > Speed density
but change the signal source to MAF in the settings.
Fuel Settings > MAP vrs MAF usuage

MAF uses the speed density algorithm, but forces Ve = 100 because there is no longer a need to a have a Ve table to ...