70NE's custom EFI conversion writeup - Part 5

ForceFed70 · Feb 5, 2006

For part 1 of this writeup, go here: http://forums.stangnet.com/showthread.php?t=593406 it will explain alot about the custom EFI system I chose to use (MegaSquirt) and my goals.

Part 5 is going to be all about tuning the megasquirt for fuel delivery. Having Megasquirt control ignition will be part 6.

Part5 – Tuning

Tuning was more difficult than I expected it to be in some ways, while easier in others. It was more difficult because this is when any mistakes you made along the way will start to show, or any problems with the hardware will show up. It was easier because the actual tuning (once you’ve got the glitches worked out) went smoother than I expected.
I ran into 2 minor glitches that ended up taking a lot of time to figure out. The 1st was that my aftermarket performance ignition coil was drawing the voltage down too low at the coil. It still produced a spark, but the computer had problems detecting RPM properly. This was fixed by removing the ballast resistor (not needed anymore anyway). The 2nd was that I used improper tubing for my vacuum line. This tubing worked fine while cold, but once warm it got soft and “sucked together” like a straw in a thick milkshake. Switching to proper automotive grade vacuum line fixed this.

ForceFed70 · Feb 5, 2006

To tune the Megasquirt ECU we use a free program called “MegaTune”. When you 1st start megatune, you are brought into the main dashboard view. This view is a great overall view of what’s going on with the engine.

ForceFed70 · Feb 5, 2006

The 1st step in tuning the megasquirt ECU is to tell the ECU what kind of engine you have and what type of fuel injection equipment is being used. Pictured below is the main settings window for fuel delivery. The key setting in Megasquirt is the Req_Fuel setting. This setting is a base number in which the computer makes all of it’s adjustments around. Req_Fuel is the amount of fuel needed for 1 piston at 100% volumetric efficiency. The megatune software comes with a built in calculator that lets you calculate the proper value for your engine. The other settings tell the ECU about your engine and the fuel injection equipment used.

ForceFed70 · Feb 5, 2006

Pictured below is the settings for the oxygen sensor. I have it set as follows:
-O2 sensor is allowed to alter amount of fuel injected by a maximum of 15%
-O2 sensor is ignored until engine is above 160*F
-O2 sensor is ignored when RPM is less than 1300
-O2 sensor is ignored when throttle position sensor is above 85%
-O2 sensor is ignored when vacuum is less than 85 Kpa.

ForceFed70 · Feb 5, 2006

Once you tell the computer about your engine and set some basic settings, the next step is to get the car idling. Generally this is done by playing with the warmup wizard until you can get the engine started.

ForceFed70 · Feb 5, 2006

From there it’s a matter is adjusting your VE table. There is 2 ways to do this, by looking at a table view or a chart view. Pictured below is the chart view. You can see the 3D graph of the volumetric efficiency table. The axis’s are as follows: RPM is left to right, manifold vacuum is front to back, and volumetric efficiency is up and down. The green lines that connect to the green dot is where the engine is currently running and thus where the computer is looking on the chart to figure out how much fuel to inject. The red lines with the red X is where my tuning cursor was sitting. To tune the VE table, you use the gages to the left (mostly the O2 sensor) to decide if enough fuel is getting injected. To change the amount of fuel you put your tuning cursor (red X) to wherever the green dot is sitting and then use the arrows to increase/decrease the volumetric efficiency.

ForceFed70 · Feb 5, 2006

Here’s the VE table in the more standard view.

ForceFed70 · Feb 5, 2006

Having a Wideband O2 sensor allows me to use the Megasquirt to set target Air/Fuel ratio’s. What this lets me do is program the engine to run lean when at cruise for best fuel economy, but then run rich when racing for best power. Pictured below is my target air/fuel ratio table.

ForceFed70 · Feb 5, 2006

Once the VE table and target AFR table are set, then it’s time to move on to the acceleration wizard. The acceleration wizard is used to inject extra fuel under acceleration. Much like an accelerator pump in a carburetor. The Meqasquirt ECU allows you to base acceleration enrichment on throttle position, manifold vacuum, or a percentage of both.

ForceFed70 · Feb 5, 2006

That's it for part #5. Tuning took me about 2 days once I had the other bugs worked out. I should mention that I’ve only shown less than ½ of the various tuning settings and features used in the Megatune software.

The next part is to have the Megasquirt ECU do all of the ignition control. More tuning will be discussed then.

Here's 1 last pic from the tuning process. It's a display called the "realtime display" it's great for monitoring engine paramaters while it's running.

PArt 6 now available, follow this link: http://forums.stangnet.com/showthread.php?p=6329478&posted=1#post6329478

NasaGT · Feb 6, 2006

Great post. The Megasquirt is impressive!

HMM · Feb 6, 2006

Does the Megasquirt have logging cababilities? Like recording runs that show what each cell's actual A/F was as you passed it?

ForceFed70 · Feb 6, 2006

HMM said:
Does the Megasquirt have logging cababilities? Like recording runs that show what each cell's actual A/F was as you passed it?

Yes it does. I've already found this feature handy for diagnosing a starting problem I had.

I've attached a short example. If you have microsoft excel, change the file extension to ".xls" and open with excel for better formatting. In this example you can see that the car started for a second, then died.. then started on the 2nd attempt.

There is also a graphical log viewer program that lets you see this log in a more visual display.

gonzothegreat · Mar 5, 2006

impressive write up.

I am going to do a MegaSquirt EFI conversion sometimes this year too.

Does the MS has some sort of software where I can see the fuel consumption, like a trip computer?

jikelly · Mar 6, 2006

Awsome!!

Grand Poobah · Dec 30, 2009

Hey ForcedFed, sorry for bumping the thread, but what kind of power output are you getting from this setup? Thanks!

ForceFed70 · Dec 31, 2009

The engine combo has changed significantly since I did this writeup.

I never did dyno it, but I would guess 275-300 RWHP from the combo as it was when I did this writeup.

I have since installed a turbo. Part of why I did the EFI conversion was to get ready for a power adder. It worked really well, I didn't have to mess with the EFI system at all except to re-tune.

With the turbo, I currently have it set for 6-7PSI until I can put better pistons in the 351W and build a transmission capable of handling the power. With 6-7PSI, I guess approx 400RWHP but haven't dyno'd it.

70NE's custom EFI conversion writeup - Part 5

That's why they call it "dope"

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

That's why they call it "dope"

Attachments

New Member

That's why they call it "dope"

Attachments

Member

New Member

That's why they call it "dope"

Similar threads

Privacy & Transparency

Privacy & Transparency