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Car Forum / Volvo Cars / May 2007It's alive!
Well today I went about wiring up the ignition to Megasquirt. Nothing is finalized, there's wires draped all over at the moment but the 242 fired up this afternoon and runs as well as it ever has. So far I'm only using MS to run the ignition, but once my gaskets show up I'll start stripping the K-jet parts and let MS take over the injection as well. Once I got everything wired up I tried to start it but could only get a few pops and sputters. Scratching my head, I fiddled with settings in the computer for about 10 minutes to no avail, then saw the intercooler to throttle body pipe sitting on the garage floor, oops, it might work better if I put that back in. After that it fired up on the first try. It sure is a cool feeling to be able to punch values into the laptop and see the engine respond immediately. I'll post an update on the project the next time I make significant headway. In my installation I'm using a hall sensor distributor from an LH-Jet 240, an ignition power stage from a 740, and the stock 240 coil. I need to scope the primary to optimize the dwell, then I can fiddle with the advance curve. Not sure, but I could swear the throttle is more responsive than it was with the original setup. >Well today I went about wiring up the ignition to Megasquirt. Nothing is >finalized, there's wires draped all over at the moment but the 242 fired up [quoted text clipped - 13 lines] >sure, but I could swear the throttle is more responsive than it was with the >original setup. Congratulations! Let the tuning begin. How cold does it get in your part of the world?  SignatureBoris Mohar -- Posted via a free Usenet account from http://www.teranews.com > Congratulations! Let the tuning begin. How cold does it get in your part > of the world? We get down into the 20s on occasion, but winter is usually in the 30s. I definitely need to work out some bugs still, the car idles nicely, well as nice as it did before, control pressure regulator is shot, but under load it misses badly and is not drivable. In a bit here I'll go try bypassing the ballast resistor which I think may still be in the circuit, and if that doesn't fix it I'll try a coil with the capacitor on it from a 740, the 240 coil lacks that. I think the timing is ok, can't find my timing light but I wouldn't think it could be off enough to cause those symptoms. >> Congratulations! Let the tuning begin. How cold does it get in your part >> of the world? [quoted text clipped - 8 lines] >coil lacks that. I think the timing is ok, can't find my timing light but I >wouldn't think it could be off enough to cause those symptoms. This is in the wings. http://www.1320video.com/MSMeeting.php Regards, Boris Mohar Got Knock? - see: Viatrack Printed Circuit Designs (among other things) http://www.viatrack.ca void _-void-_ in the obvious place SignaturePosted via a free Usenet account from http://www.teranews.com >>> Congratulations! Let the tuning begin. How cold does it get in your >>> part [quoted text clipped - 21 lines] > > Boris Mohar Cool, I figured it out, I had overboost protection enabled but set to 16 psi absolute, oops! No wonder spark was having issues at low boost levels. Runs great now, can't wait to get fuel switched over as well, goodbye clunky old K-Jet. >>>> Congratulations! Let the tuning begin. How cold does it get in your >>>> part [quoted text clipped - 26 lines] > great now, can't wait to get fuel switched over as well, goodbye clunky old > K-Jet. I'm watching your project with interest. I like tinkering with things technological and this looks like a fun project. Reasonably inexpensive too. You're up Seattle way, aren't you? Do you have to pass smog? Will the Mega pass or can it be tuned to pass? Probably, no way down here in CA. Heck, they fail you if you have the wrong color hose clamp on the heat riser...*g* > I'm watching your project with interest. I like tinkering with things > technological and this looks like a fun project. Reasonably inexpensive [quoted text clipped - 3 lines] > Probably, no way down here in CA. Heck, they fail you if you have the > wrong color hose clamp on the heat riser...*g* Yes, Seattle area. MS should pass emissions, I'd be shocked if it's not substantially cleaner than the K-jet, at least that's what I'm aiming for. The car has been running rich for a long time due to issues with the mechanical injection, if I lean it out so the cruise mixture is good it won't start cold so this has to be an improvement. Only one more year that I have to pass emissions until the car is too old to need that but I still want it to run clean. Nice thing about EFI is there's no compromise, it can be tuned to run clean and economical at cruise, and go rich under hard acceleration. K-Jet is a marvel of 1960s engineering but compared to modern EFI it's a complex and difficult to diagnose mechanical nightmare with lots of high precision difficult to find parts. My experience with it has been that it always runs, but never runs quite right. Do they look under the hood there? Here they put it on a chassis dyno and stick a probe in the tailpipe and another device on the gas cap to check the vent. Seems silly to do anything more, if what's coming out of the pipe is clean, who cares what's under the hood? Today I started stripping the K-jet and associated wiring from the engine, much of the wiring literally crumbled as I removed it. I picked up a load of heatshrink tubing and spools of new wire and have been building an entire new harness from scratch. Hope to have it running in a few days and then I can start the tuning. >>... > Do they look under the hood there? Here they put it on a chassis dyno and [quoted text clipped - 7 lines] > new harness from scratch. Hope to have it running in a few days and then I > can start the tuning. I totally agree... all that matters is what comes out the tailpipe but California figured out profit is more important. You bet they look under the hood, and test the gas cap, and dyno it. They look at everything first, then they run it on the dyno to test it, Then they check the cap, then they fail it because the heat riser tube (one of the things they looked at first) has a tear in it or the gas cap didn't hold vacuum. They take your money and tell you to come back when it's fixed. Then they take your money to test it again... Years ago, we had a '74 truck with a 350 in it. Bought it new and put 100k on it towing. Rebuilt it. Put a peppier cam in it, pistons, carb, and headers. Pulled way better and got better mileage than stock. To pass smog, we had to put the air pump back on it. I welded nuts to the headers and screwed the air pump manifolds to them... they didn't go into the headers but they looked like they should. It passed smog with way better numbers than it ever got stock, got way better mileage... and was totally illegal as far as smog laws are concerned. Silly, isn't it. Have fun with your project and post some results when you get it dialed. <big snip> > It passed smog with way better numbers than it ever got stock, got way > better mileage... and was totally illegal as far as smog laws are > concerned. > Silly, isn't it. Yes, it is. I had a 1970 145 that had been modified in the dim past with headers to accept a Weber carburetor. The jets hadn't been selected right, so when emission testing began in Arizona it was found to produce 5% CO. However, there was no legal way for me to fix it; it couldn't be practically returned to stock and changing the jets - now that they were part of the car - was illegal. Somebody once described the process to me in a way that made sense. We ask our lawgivers to create laws for us and they respond to various pressures to make laws that benefit them the most, politically or economically. Then the laws are administered by bureaucrats whose primary purpose is to secure their own future. Lather, rinse, repeat. Mike > <big snip> >> It passed smog with way better numbers than it ever got stock, got way [quoted text clipped - 8 lines] > practically returned to stock and changing the jets - now that they were > part of the car - was illegal. It wouldnt have taken much rocket science to look up the weber jet tables, and select acouple of idle jets and / or air correctors more suitable for your engine based on where the mixture was rich, and the current position of the idle mixture screw, to have passed the emissions test if not on the 2nd try, but the 3rd. Tim. >> <big snip> >>> It passed smog with way better numbers than it ever got stock, got way [quoted text clipped - 16 lines] > > Tim. The point was not that it couldn't be done or was hard to do, but that due to the way the laws work, it was not legal to do. >>> <big snip> >>>> It passed smog with way better numbers than it ever got stock, got way [quoted text clipped - 19 lines] > The point was not that it couldn't be done or was hard to do, but that due > to the way the laws work, it was not legal to do. And who would know? Tim.. >>>> <big snip> >>>>> It passed smog with way better numbers than it ever got stock, got way [quoted text clipped - 21 lines] > > And who would know? It probably wouldn't be discovered, but if it were the penalties for violation of even dumb EPA rules are draconian. The official stand in the US is that penalties are to punish, not destroy, but several US agencies are known to crush people with penalties of hundreds of thousands of dollars and many years in prison. The EPA and OSHA (in particular) have no difficulty levying six or seven figure fines on individuals. They seem to view any infraction as flagrant disregard for all that is holy. Mike >>>> <big snip> >>>>> It passed smog with way better numbers than it ever got stock, got way [quoted text clipped - 21 lines] > > And who would know? Probably nobody, but again that wasn't the point. |
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