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

Only a little different. DC beltway traffic ambient temps on the road were in the 120F range when I was pushing too hot. Just pushing, not puking yet. (220 or so) At 10 MPH, that was enough to bring it down. Going from book 10 degrees to 14 and backing off the carb, (my 65 has a DGV on it) I can now ...

Yes, I'm trying to understand the "old" way first to put the new way into perspective. Physics does not change, just how easy it is to adjust.
Let me put this project into perspective. I am doing an ignition only setup on this car. ( 65 MGB) I want to see how far I can get by actually providing a ...

Of course! My original question was if the software had any features to limit rate of change to mimic some of the features done in mechanical systems. ( dashpots, accumulators etc). It seems not. I am still interested in the subject and found some patents addressing it in the mechanical realm ...

I found some patents on this subject. Mechanical blocks that managed rate of change of the vacuum signal. I don't know if they were ever used on any car, but interesting anyway. Based on the dates, I expect computers were taking over so it became moot.

Much thanks. Looking at either the MS-II or micro. Not "extra" or 3. There are so many derivatives of the forums, I'm not sure where to go.
This helps quite a bit with my planning.

So, I don't really want to run only a couple degrees behind knock? More bad advice previously. While I still have a ...

Just about to order a MicroSquirt and do an ignition system on one of my MGBs. I am testing a Bosch knock sensor and I should be able to do the bandpass filtering. My goal is to see what I can wring out of it with the Weber DGV still there. ( EFI is stage two) This is a street car.
Assuming I can ...

Where I was going is in a mechanical car, the restricted port from the carb to the dizzy slows the maximum rate of change. I was wondering if the vacuum signal, manifold of course as there is no ported carb signal, has programmed in a limit on rate of change, and if so what kinds of time constants ...

Why would I not want more advance at idle? It seems to run much more efficiently, which means cooler and better mileage, lower emissions etc.

What about the concept of a dip at the preferred idle speed. is the engine slows, it gets more efficient so it speeds up. We would still need a start retard ...

I found some more information on this. Turns out it was quite common as emissions and economy got important. I have not found any discussion of determining the correct rates. It would seem logical this could be a petty simple calculation off a base map.

Yes, I have seen reference to this idea. I do like the idea of proven OEM parts. It looks like I need to bite the bullet and lift the engine to fit a 36-1 on the crank. I was trying to avoid that first pass and use a locked down dizzy, but I am a fan of high energy systems and the Lucas caps will ...

First, I am totally new here. Just planning my first build, likely an MS2. My plan is to attack the sensors, then move on to the ignition side eventually moving to the fuel. A complete system is a lot to learn in one stroke! So, I have been spending quite some time understanding the mechanical ...

Today is the first day I decided to get serious and plan my MS system. I have been reading bits of the manual and several forums for awhile.

I too was thinking about starting ignition only on my 65 MG B. If for no other reason, I am more of a sparkie than wrench and the Weber is working OK, where ...