I came accross this on ebay.

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=1816322874

airbox, six runners, throttle body, no reserve currently at $36!!

I came accross one more:

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=1815616631
Currently at $100

Good News!!!
 

I have some good news, I hooked up my harness to the car tonight and was able to run it on the MegaSquirt for the first time.

It idled surprisingly well without any real VE adjustments. It was a bit rough at first since I don't have an IAV hooked up. I let it run up to a good operating temp, the O2 was reading a bit lean so I need to do some more tuning. I revved up to some different rpms to see how it ran, no load of course. Tomorrow night I will mount the MS and secure my harness and hopefully hit the road in a day or two...

Congrats Ben! Must have been a wonderful sight and feeling to see and hear it working. Definetly keep us posted.

I know you've been busy, but when you have a chance could you send me your VE table at mjdunl@roushind.com. What/where are you doing for the coolant sensor hookup? Batch or ping-pong injector firing?

No progress on my Porsche project at the moment. My race Bug toasted a rod bearing and chewed up the timing gears at a test/tune event this past weekend. I'm thrashing to get it rebuilt for the first race of the season in two weeks.

SmileWavy

Matt the VE table I used is on the way......

As for the coolant sensors I am using a GM open thermistor for the air temp and for the time being the stock oil temp sender for coolant temp. I am planning to get another GM sensor and use the internal thermistor glued to an oil line some how, TBITZ and I are working on the details of this now. These sensors are the ones that the MS is designed to use so it makes it simpler than trying to use a Bosch one and reprogram the MS.

I am using 2 squirts in Alternating mode. I have my ReqFuel set at 20 for now, these numbers seemed to work well with the initial testing I did last night. I hope to get everything mounted tonight and get a little more running time, I will report the results..........


-Ben

Good job Ben!

What type of injectors are you using? I have picked up some 19lbs/hr injectors from a 5.0L Ford Mustang.

Some updates
 

Tony,

I am using stock 3.2 injectors, they are 19lb/hr as well.....

I finally got to take a few pictures of my progress and thought I would post some of them and a project status for those who are watching the thread...



A shot of the main relay that powers the injectors and the ECU.

http://www.pelicanparts.com/ultimate...ads/benMS2.JPG

The ECU mounted on the firewall behind the throttle body, note the shop rag plugging the IAV line :)

http://www.pelicanparts.com/ultimate...oads/enMS9.JPG

Wide shot with the 3.2 intake and the messy wiring for the EFI, still need to do smoe clean up here.

http://www.pelicanparts.com/ultimate...ads/benMS4.JPG

Another intake shot, the round copper thing on the right intake housing is the Airtemp sensor that I am using. It will get mounted in the air intake pip when I get one....

http://www.pelicanparts.com/ultimate...ads/benMS9.JPG

Shot of the fuel rails and injector wiring, nothing fancy here.

http://www.pelicanparts.com/ultimate...ads/benMS3.JPG



This is where I am with the project now. I am able to run the engine and monitor/yune it from inside the cabin, Im still in the prelim tuning stages so I havent had it on the road just yet.

I still need to clean up the harness a bit, find a TPS with a "D" shaft input, find a Idle Air Valve that will work with the ECU, build an intake tube and stick on an air filter.

Once I get these things done I will be able to hit the road for tuning under load and hopefully be able to smooth everything out. All in all the MegaSquirt is a great little ECU, it looks like it will take some time to get everything "dialed in" so that it can become a daily driver again but Im confident that it wont take to long.

For those interested to date I have spent a total of $720

$100 - Megasquirt ECU
$500 - Carrerra Intake, TB, injectors, fuel rails
$50 - wire and connectors
$30 - 2 Temp sensors
$20 - O2 sensor
$20 - Odds & ends

Obviously if you use your existing CIS intake and make modifications like Tony (TBITZ) you will come out much cheaper. One of the reasons I went with the new intake was so that I could reatain the stock CIS in working order so in theevent that I wanted to revert back to stock induction it would be unmolested.

If anyoe has any question let me know, this has been a great project!!!!

.

Great pictures Ben. This is really an interesting project.

I was surprised to see that you mounted the ECU inside the engine compartment. Are you concerned about overheating the electronics? Can the megasquirt be mounted inside the cabin, under the passenger seat?

I ran the idea of mounting it inside the compartment by the guys who designed it and they seemed to think it would be ok, I did make the wiring harness so that in the event I have overheating problems I could just extend it into the cabin.

The only real concern I have at the moment is that the ECU case isnt exactly weather tight. I am looking for ways now to seal it up but still aloow myself access in case I have to make a repair.

One other note about mounting in the cabin: If I did mount it inside I would have had to go with an external MAP sensor. I decided to stick with the one provided (internal) for now.

My main goal was to get the unit up and running and do some real world testing, right now I only know of @15 cars that even have the MS on a running vehicle. As time goes by I will determine if it will be better suited inside the cabin, its just a matter of extending the harness and going to an external MAP sensor right now.

Thanks,

Ben,

In the event we'd have to put the MS in the car (due to overheating), the MAP sensor can still stay in the MS unit. A semi-rigid vacuum tube can be run from the engine bay to the MS unit.

I think this would be alright. Changes in manifold pressure travel at the speed of sound inthe tube, so even if the sensor is 10ft away the pressure changes would only take 10 milli seconds to get to the sensor. This is how much time it takes the engine to do one revolution at 6000 RPM. As long as the tube doesn't get crimped anywhere I think it should be OK.

Ben,

When I ran my GM TPI on my 3.0 I placed the electrinic control module in the engine compartment against the firewall where you have yours mounted and ran it that way for years, it wasn't weathertight either.

My concerns about engine heat, moisture or EMI did not seem to have any adverse effects on its performance.

Joe

Ben,

How are you getting the serial cable into the cabin?

I think there is another hole beside the hole for the shift coupler shaft. I'll have to get under the car and see.

Just some new pictures
 

I got my intake and air filter all hooked up and was able to take her out on a maiden MS voyage :)

Did a little more tuning under load, she ran pretty good but the absense of a TPS and IAV were noticable. Look forward to hearing from everyone else who is doing a MS project?? Come on dont be shy, lol.....

http://www.pelicanparts.com/ultimate...ads/int2sm.jpg

http://www.pelicanparts.com/ultimate...ads/int3sm.jpg

http://www.pelicanparts.com/ultimate...ads/int4sm.jpg

Re: Some updates
 

I was told that the stock 3.2 injectors were in the 25-27 lb/hr range. Cool project.
-Chris

Thanks for reminding me Ben, I need an air filter solution.
Is the surface area of that air filter the same as that of a CIS air filter? It looks alittle small. We wouldn't want to choke the engine.

As for the injectors, here is the data I have:
Assuming a BSFC of 0.55 lbs/hp/hp you get the following power based on 100% duty cycle of the injectors. I believe this assumes a fairly rich mixture.

19lbs/hr = 207Hp
25lbs/hr = 272Hp

Some of the "experts" say you shouldn't run them at 100%, but rather 85%. If you use the 85% duty cycle you end up with:

19lbs/hr = 176Hp
25lbs/hr = 231Hp

Ben how much duty cycle are your injectors runing at 6000rpm?

I thought the recommended max duty cycle was 80%.

I finally hackup my perfectly good airbox last night. I used a dremel with a milling bit. It went fairly smooth. I picked up an oval air filter and made two custom end plates for it. I have to find a 90 degree boot to connect the throttle body to the airfilter (anyone got one with a 3" ID?).

The airfilter will be where the old CIS boot is. I won't cover the airfilter since I don't think it can get wet in that location.

Whoops! Picture didn't load up. Try again...

...from the SCWDP Office of R&D...
 

Okay, I have a carrera intake manifold in hand which I got from eBay for $332. I am hoping to follow in Ben's footsteps and convert my CIS system to EFI using MegaSquirt. Now that Ben has bravely proven the concept with empirical evidence, my goal is nothing less than to develop and fully document this mod and present it as a cost effective alternative to (gas-guzzling & air polluting) carbs. I am even willing to blow some $$ on dyno time to document the benefits and thereby do my little part to save the enviroment. So to this end, my next task is to find a set of fuel injectors that will fit in my new intake manifold. Ben used stock 3.2 liter injectors and that seems like the natural choice. However, they can be pricey. And Joe and tbitz have demonstrated that there are other options. Sooooo, what say the Pelicanheads? Should I stick with the standard carrera injectors or use something else? Obviously, I think all of these options can come from Bosch. So we can still stay with "OEM" parts. I know zilch about injectors so I have no clue what will "fit" into my intake manifold and what would be the best performance/cost solution.

Ideas?

Janus,

By the looks of the carrera injectors I would say that there are likely many other cars out there with injectors of similar design.

This is, of course a guess right now. But I bet someone out there (maybe TBITZ) can shed some light on the design of other injectors. The inlet side of the injector should be fairly standard, ie where it connects to the fuel rail. The business end where it enters the intake manifold is the only place I see a possible issue.

It sure would be nice to be able to source a cheaper injecter for my set up. I have plans to go to a larger set if/when I do my turbo upgrade......