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Guest Message by DevFuse
0
Which Megasquirt?
Started By spitNL, Jan 25 2012 10:35 AM
26 replies to this topic
#22
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- LocationNL
Posted 30 January 2012 - 04:51 PM
That may be a problem then.
#23
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- LocationGermany
Posted 30 January 2012 - 05:01 PM
Come on boys,
building a new inlet manifold from aluminum
is nothing to start with!
First I know about the trouble when car items have been in contact with oil.
They do not want to be welded and keep pinholes where the water drops.
Second the whole thing is difficult to weld from being aluminum first
but also have to weld it at strange positions.
Third you have to warm up all and always get burned when rotating that stuff
for making welds underside or elsewhere.
And last but not least the whole manifold in the end
is smaller than before and does not fit into the valley!
So the problem for me ist not the MegaSquirt,
it is the architecture of the engine.
When keeping the turbo it will be best to stay with the manifold
and go for multiport injection by welding in bungs for the injectors.
That will cause enough trouble.
When switching to a normally aspirated the shown manifold looks nice.
Maybe it can be completed with three throttle bodies for injectors
like former WEBER for the DCOE pattern but for a IDF type.
building a new inlet manifold from aluminum
is nothing to start with!
First I know about the trouble when car items have been in contact with oil.
They do not want to be welded and keep pinholes where the water drops.
Second the whole thing is difficult to weld from being aluminum first
but also have to weld it at strange positions.
Third you have to warm up all and always get burned when rotating that stuff
for making welds underside or elsewhere.
And last but not least the whole manifold in the end
is smaller than before and does not fit into the valley!
So the problem for me ist not the MegaSquirt,
it is the architecture of the engine.
When keeping the turbo it will be best to stay with the manifold
and go for multiport injection by welding in bungs for the injectors.
That will cause enough trouble.
When switching to a normally aspirated the shown manifold looks nice.
Maybe it can be completed with three throttle bodies for injectors
like former WEBER for the DCOE pattern but for a IDF type.
#24
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- LocationNL
Posted 30 January 2012 - 10:22 PM
Thanks for your thoughts.
Converting to N/A is out of the question as is mounting the injectors visibly.
They will have to be in the airbox.
3x2 throttle bodies is nice, but going with a single TB.
In this case keeping the manifold original would mean only two injectors + bad fuel distribution.
Why bother converting to EFI at all then?
I wish! There are actually a lot more problems than have been discussed so far.
Quote
When keeping the turbo it will be best to stay with the manifold
and go for multiport injection by welding in bungs for the injectors.
That will cause enough trouble.
When switching to a normally aspirated the shown manifold looks nice.
Maybe it can be completed with three throttle bodies for injectors
like former WEBER for the DCOE pattern but for a IDF type.
and go for multiport injection by welding in bungs for the injectors.
That will cause enough trouble.
When switching to a normally aspirated the shown manifold looks nice.
Maybe it can be completed with three throttle bodies for injectors
like former WEBER for the DCOE pattern but for a IDF type.
They will have to be in the airbox.
3x2 throttle bodies is nice, but going with a single TB.
In this case keeping the manifold original would mean only two injectors + bad fuel distribution.
Why bother converting to EFI at all then?
Quote
So the problem for me ist not the MegaSquirt,
it is the architecture of the engine.
it is the architecture of the engine.
#25
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- LocationGermany
Posted 31 January 2012 - 03:28 PM
Okay, to your question of the advantage of a MS here:
Although fuel distribution itself will be not the best
you can have a nice controlled mixture and maybe
with a wideband oxygen sensor a self adjusting system.
I myself had a TBI based on the Holley projection 2DI 670cfm
on the Rover V8 controlled by a MS1 for some years and it was okay.
I fear the carb solution is not perfect and I would be interested
how this system handles the different air temperatures
after the turbo when entering the engine.
Maybe you can gain a good advantage with the MS
although its not perfect.
In my opinion a normal MS2 will do the job properly.
Although fuel distribution itself will be not the best
you can have a nice controlled mixture and maybe
with a wideband oxygen sensor a self adjusting system.
I myself had a TBI based on the Holley projection 2DI 670cfm
on the Rover V8 controlled by a MS1 for some years and it was okay.
I fear the carb solution is not perfect and I would be interested
how this system handles the different air temperatures
after the turbo when entering the engine.
Maybe you can gain a good advantage with the MS
although its not perfect.
In my opinion a normal MS2 will do the job properly.
#26
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Advanced Member
Posted 01 February 2012 - 10:36 AM
You could try contacting adrian@exactly-tvr.demon.co.uk his TVR 3000M turbo is injected using the original inlet, a basterdised carb for a t/b, 2 bottom fed injectors, all under the original box, externally it looks standard and making north of 300bhp. As i understand it the distribution issues are greatly reduced as the inlet pressure is stacked up behind the inlet valve, not possible with n/a.
#27
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- LocationNL
Posted 01 February 2012 - 02:03 PM
Hi guys, thanks for thinking along.
We did consider a TBI setup, there's even a conversion on ebay, but decided against it because of it's drawbacks.
I'm not sure what you mean? If it's easier for you to explain in German, I've got no problem with that.
The original setup doesn't have an intercooler, if that's what you mean?
And you're right, the standard carb setup is far from perfect.
Tim, thanks for the advice, I have spoken with Adrian a while ago. But you're right, it is a good idea to hear his thoughts on this.
Do you have some more information on this? Perhaps a web page or a book?
TBH I think it's rather the opposite.
So MS2, MS3 and MS3X are all posibilities, which means it comes down to what we want and need it to do.
Best to make a con pro list of each and decide on that.
Fred
We did consider a TBI setup, there's even a conversion on ebay, but decided against it because of it's drawbacks.
Quote
I fear the carb solution is not perfect and I would be interested
how this system handles the different air temperatures
after the turbo when entering the engine.
how this system handles the different air temperatures
after the turbo when entering the engine.
The original setup doesn't have an intercooler, if that's what you mean?
And you're right, the standard carb setup is far from perfect.
Tim, thanks for the advice, I have spoken with Adrian a while ago. But you're right, it is a good idea to hear his thoughts on this.
Quote
As i understand it the distribution issues are greatly reduced as the inlet pressure is stacked up behind the inlet valve, not possible with n/a.
TBH I think it's rather the opposite.
So MS2, MS3 and MS3X are all posibilities, which means it comes down to what we want and need it to do.
Best to make a con pro list of each and decide on that.
Fred
Edited by spitNL, 01 February 2012 - 02:20 PM.
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