TheSamba.com :: View topic - Type 3 engine Megasquirts-2 Conversion Project

Tue Oct 23, 2012 9:52 pm

Got a few more emission comparisons between systems.

Here I am comparing the individual emissions at three driving speeds. All tests were using 91RON Gasoline

4 systems are:
- Stock carb (twin carbs) with stock ignition points ect stock stock stock
- Next is MS-EFI ignition and d-jet injectors using @ Lambda=1
- Then the same setup but with Bosch CDH210 injectors as shown in previous posts.@ Lambda=1
- Finally is the CDH210 setup with a 3-way catalytic converter.@ Lambda=1

Wed Oct 24, 2012 3:35 am

So here's proof that driving faster is better for the environment!

I wonder if that reasoning/excuse would get you out of a speeding ticket?

Wed Oct 24, 2012 4:13 am

well thats enough said, carburetors are pieces of S#it !

everyone agree, yes ? :?:

yes! :)

btw nice work Will

Wed Oct 24, 2012 5:15 am

That is some nice work. Good job!

Max

Wed Oct 24, 2012 11:31 am

=D> great work keep posting!

Wed Oct 24, 2012 3:42 pm

Cheers guys,

I found it interesting that the modern injectors didnt really improve things much. When I tested the D-jet injectors at 40psi I was impressed with how well they worked. I want to see if they can handle E85 because I havnt tried that yet.

Mon Nov 05, 2012 1:52 am

I figured I might get into tuning myself.

my new toys.

anyone take a guess what these are and what ECU I will be using for my projects?

Mon Nov 05, 2012 2:37 pm

wow vlad posting his work ..... times have changed. :wink:

I just hope it's not a motec because it lacks features (the staff at uni couldnt believe all the things that megasquirts can do but motec cant)

it better be for you type 3 not your commodore :roll:

Mon Nov 05, 2012 2:58 pm

Willo357 wrote: wow vlad posting his work ..... times have changed. :wink:

I just hope it's not a motec because it lacks features (the staff at uni couldnt believe all the things that megasquirts can do but motec cant)

it better be for you type 3 not your commodore :roll:

its not motec try another guess. you are close. its not aftermarket, but these upgrades are.

my choice in ECU is more limited than MS in many ways, but for simplicity and resources and community this one suits me better.

as for what car its going into, can be either but you guessed it right the first time haha sorry the type 3 comes latter. Doing an engine conversion in the comy and needed a custom one off tune to make it run hence the new toys :wink:

got some interesting things to do.

Have to make AC and idle control work together, should be easy.
Running a whole design of injectors.
Lean cruise on an ECU that otherwise never supported it.
Charcoal canister purge control
At a latter stage retune for a cam change

I'll post pics one the upgrades are done to the ECU.

This is just another option dubbers can use as the ECUs can be sources locally at wreckers and ebay and the community, software and hardware are all aussie based and readily available.

Fri Nov 16, 2012 7:14 pm

Comparing spark plugs

:P

Fri Nov 16, 2012 7:31 pm

Will, are you going to sneak your wife's car in, so we can see how clean/dirty the regular D-jet injection system is? I'd like to see how much cleaner the stock injection is, over the stock carbs. You know, old tech, vs older tech. Then we could really see the difference in how clean the MS really is (old tech vs new tech). :D
Then you could even compare it to E-85. :wink:

Sat Nov 17, 2012 3:20 pm

Bobnotch wrote: Will, are you going to sneak your wife's car in, so we can see how clean/dirty the regular D-jet injection system is? I'd like to see how much cleaner the stock injection is, over the stock carbs. You know, old tech, vs older tech. Then we could really see the difference in how clean the MS really is (old tech vs new tech). :D
Then you could even compare it to E-85. :wink:

Thats kinda what I did however I dont have a stock D-jet system and I dont know anyone who does. Im not sure what AFR's the stock ECU ran but my tests were done at lambda=1, they showed that the d-jet injectors produced roughly the same emissions as modern injectors with all other factors being equal. I did find that I had to reduce low speed full load timing a little because of knock with the modern injectors - this is evidence of a more homogenous mixture.

The most significant difference between the D-jet system in the graphs and the real D-jet system is ignition maps v's distributor curves. This is really the only difference that the engine can see between the stock ECU and Megasquirts.(In my setup anyway)

Sat Dec 15, 2012 9:38 am

Neato, somebody else running a cat.

Here are some of my tests with a 2.5" cat on my 2275cc squishy engine.
http://shoptalkforums.com/viewtopic.php?f=28&t=135921&start=150

Sat Jan 19, 2013 2:01 am

Built a new exhaust system for the 1775 im building at the moment.

Got a bung for the lambda sensor welded in the junction and I will prob drill a EGT in too.

Sat Jan 19, 2013 3:11 am

Willo357 wrote: Bobnotch wrote: Will, are you going to sneak your wife's car in, so we can see how clean/dirty the regular D-jet injection system is? I'd like to see how much cleaner the stock injection is, over the stock carbs. You know, old tech, vs older tech. Then we could really see the difference in how clean the MS really is (old tech vs new tech). :D
Then you could even compare it to E-85. :wink:

Thats kinda what I did however I dont have a stock D-jet system and I dont know anyone who does. Im not sure what AFR's the stock ECU ran but my tests were done at lambda=1, they showed that the d-jet injectors produced roughly the same emissions as modern injectors with all other factors being equal. I did find that I had to reduce low speed full load timing a little because of knock with the modern injectors - this is evidence of a more homogenous mixture.

The most significant difference between the D-jet system in the graphs and the real D-jet system is ignition maps v's distributor curves. This is really the only difference that the engine can see between the stock ECU and Megasquirts.(In my setup anyway)

I'm really not into FI but... Isn't lambda = 1 right at 14.7 AFR, right where you don't want to be for heat???

Sat Jan 19, 2013 3:18 am

^ Depends on the condition.

there is no fixed conditions for an engine.

Sat Jan 19, 2013 9:00 am

Brent is absolutely right, on a ACVW motor 14.7 is the exact afr to make our motors cough up a valve, leaner or fatter and your golden. One reason I have my cruise AFRs at 15.5.

Sat Jan 19, 2013 1:46 pm

All my testing was done at part load. I think at 60 miles I was at 3000RPM and 60MAP. this means that relativly speaking cylinder temps are low, therefore I can safely run lambda 1, what is often done is to run lower lambdas (say 0.85 AKA Rich) at higher loading areas (MAP90-100)

for emissions reasons you need perfect chemistry so at part load where emissions legislation is usually evaluated so you need to run lambda 1. I was doing a project about emissions so naturally I ran lambda 1.

In my own time I usually run well lean at part load because you get better fuel ecconomy and lower cylinder temps.

Also of interest is different fuels have diff AFR

91Ron Gasoline - AFR @ lambda 1 = 14.7
E85 - AFR @ lambda 1 = 9.75

Thu Apr 04, 2013 8:00 pm

all these figures, numbers, printouts, data... is this thing on the road yet :P :P :P

Thu Apr 04, 2013 9:26 pm

I will start calibrating my work car on the delco using the $12P v111 program and VR base calibrations to make a lean cruise tune, hoping to run in 17:1 range. should have a fair bit of fuel over 60,000km a year.

might enable the decel enleanment and disable the decel fuel cut. Get some tailpipe crackling going on.

ahh yeah! \:D/