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  1. mS3 1500 Herald

    Thanks Nick I think the problem is that the injector I have used has too big a flow rate so is very sensitive to pulse width. I had set the dwell time to the default of 0.9mS, as I understand it this is added to the calculated pulse width from the fuel equation. As the injector is too large for the power of the 1500 engine any small change in pulse width has a significant change in fuel going to the engine. When I reduced the dwell time and went back to the calculated VE map I started to get a a good AFR. So I think I understand what's going on. Ideally I should reduce the size of the injector but the one I have used is a short body one, the usual Rover ones that others have used will be a bit long and interfere with my airbox (yep design fault..).... So still learning! Hope to take it for a drive out of the garage tomorrow! Mike
  2. I have fitted a MS3 system to my 1500 herald. After a bit of a fight I got the ignition working very well. I have now moved on to the fuel injection and finally got it started last weekend. Its runs, but is very very rich. For the VE map I used the wizard to generate one (which does not look very different from what other people have used on 1500 Spitfires). But it runs far too rich. So I have gone into the table and multiplied all the cell by 0.5 and now its running at about 13.5 AFR. What I don't understand is why my VE table is so different from others? I feel I must have got some other setting wrong but cant see what it is! BTW the AFR values in the tuning software agree with the AFR gauge and you can smell and see when it runs very rich Below is the VE table and the engine settings. The car has Jenvey Throttle bodies (probably a bit big for the engine), Bosch 747 injectors (200cc/min at 3Bar, again maybe a bit big for this engine), wasted spark ignition. I have tried both MAP and ITB control but don't yet see much difference so am using ITB control. The engine is a standard spitfire 1500 block with standard cam but with a gas flowed stage 2 head (whatever that means!). At the moment I haven't driven the car but am testing it in the garage, with the exhaust vented out of the garage. It starts, runs thru the WUE and then settles down to a nice tickover. It seems to rev ok and really needs to be road tested now. I have disconnected my idle valve for the moment as it had some air leaks and so blocked the pipes. This has been a steep learning curve, but very interesting, but would really like to understand why my VE table is different from others before going on. Any suggestion very welcome! cheers mike
  3. time to update this. New trigger wheel fitted to pulley and trued in the lathe, new VR sensor. Reset timing and tuned carbs again and its running very very well. Staring is much easier and car pulls in all gears, very impressed. Now put it back in garage ready to start on the fuel injection. I think I have everything I need (lots of Ebay purchases paid for by selling my TR6 bits). The plan is to put a banjo connection into the drain plug of the tank to get a second pipe into the tank, I don't think I can get it out without breaking the tank so will drill and tap it in situ. I have a pump and everything else ready to go. I have got the throttle bodies ready and sorted the vacuum pipes and idle setup. cheers mike
  4. This is an interesting journey... It would run but started to misfire when the rpm was increased. Lots more analysis with the 'scope. One of the problems was that the timing wheel was not running true on the pulley, so the mark space ratio from the wheel was varying. Put it in the lathe and trued it up but noticed that there is some damage on a couple of teeth, so have ordered a new wheel (this one was a used one from a friend). After trueing it up and refitting it was much better but wont go above 3000 rpm before it starts to loose the pulses, the RPM drops (well the MS3 thinks it has) and starts to misfire. I am using a industrial hall effect device (just happened to have it available) so is more sensitive to gap between the teeth and sensor. At tick over the stability of the timing is amazing after the standard distributor. Will fit the new wheel when it arrives and check that the Hall effect sensor has a large enough bandwidth, if not might change it for VR one. Getting the timing working seems to key to the MS3. Lots of work but learning a lot about the MS3 and its capabilities, it is very impressive, the diagnostic capabilities are good once you understand them but glad I understand electronics and have the tools to sort the sensors. mike
  5. Finally got it running today. I have run the Ms3 on the simulator, hooked up my scope to all the signal, drunk far too much coffee and obsessed about the sparks and the timing.. But forgot you need petrol to make it run.... Lots of cranking to get fuel (still on the mechanical pump and it hasn't run for about 5 weeks) into the carbs and it started. Have added a big pipe to get the fumes of the garage and tomorrow will start to play with the settings. Time for wine Mike
  6. Bit of progress. Realised the firmware was very out of date so have loaded the latest version (from 1.1.2 to 1.5.1). Set the Spark hardware to use to LEDS spark and that makes it use the PM4 to drive the second coil driver Bifet. Now outputting pulses on both coil outputs (using a pullup resistor to simulate the coil and viewing the output on a scope). So at least its working with the Sim board in the office! Will do some more basic checking and then put it back in the car. Once I have got some sparks I want to check the timing as I am not convinced I have got it right yet... and then see if I can start it! cheers mike
  7. Hi Nick been a listener for awhile. The Herald EFI has been a long slow burning project, spent too much time playing with my TR6 and Lucas injection and the alps (no easy solution).... The TR6 has gone and now I only have the Herald and have come back to playing with it. Done all the difficult bits (wiring and setting all the sensors up) now trying to get the software working at least starting with the ignition and then moving onto the injection. Will see if I can sort out the options. Its a great system but almost too much information. cheers mike
  8. I have started to fit a Megasquirt MS3 to a 1500 Herald. At the moment I am aiming to get the ignition working before fitting the injection system. I am driving ford wasted spark coil, driving directly from the MS3. I am using the IGN output and the SPR4 outputs. The IGN output works fine drives the coil and give a nice spark, the SPR4 is connected to a Bifet and the Bifet driven from pin8 (PM4) from the processor socket. There is no spark from the coil when driven from this output (SPR4). Checking with a scope and going back to the pin 8 on the processor there is no pulse coming out of the processor to drive the Bifet. I realise that maybe I have to somehow define the output or is it done automatically in the TunerStudio settings? I have it set under Ignition options to "Wasted spark", "MS3X spark". the timing wheel stuff is 36 teeth with a missing tooth, that all works as I have tested it. If I have to set the output up how do I do it? I have read a lots of Megasquirt forum posts and manuals (there is a lot of information out there) but just cant see the answer... regards mike