Megasquirt B18FT
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Megasquirt B18FT
Here are some tips/info to getting the V3.00 MS1 running Megasquirt n Spark (msns). More stuff will be added later, wiring diagram etc.
Megasquirt was mounted in the metal LH2.2 case, with a wireing loom going to an empty EZK case.
Tacho output pin needs a 12v pullup resistor as in the left diagram here:
http://www.extraefi.co.uk/Drawings/tacho_Wiring.GIF
You need an MAT/IAT temperature sensor. This monitors the air inlet temperatures. I used a 2 litre throttle body, and installed an open element type in a spare vacuum tube hole. The sensor came from a 2litre Volvo 4xx I think. I used the throttle idle switch wires for the new sensor, as Megasquirt doesn't need an idle switch, just a TPS.
Both the coolant and inlet temperature sensors are therefore identical in resistances. You need to calibrate the Megasquirt using EasyTherm with these details:
0 degrees C = 5800 ohms
20 degrees C = 2500 ohms
95 degrees C = 160 ohms
On the Megasquirt R52 and R56 need to be fully anti clockwise, and then turn R56 twice clockwise. See http://www.extraefi.co.uk/vr_setup.htm
The VR Sensor has three wires. Pin 10 on the EZK is positive (the signal), Pin 11 is screen and 23 is negative. If you extend these signals, use screened cable.
Igntion setup: I used a VB921 with an extra 1k pullup resistor to 12v to drive the standard Ignition Amplifier module.
http://www.msextra.com/manuals/MS_Extra ... singlecoil
For this, run spark output Not Inverted.
You could drive the Ignition Coil directly from the VB921, as that was what it was designed to do. For this, set spark output Inverted.
I am not running any Idle Control, mine is removed altogether. Boost control has not been used yet, I am just running an MBC (manual boost controller/bleed valve etc).
Auxiallary Water Pump on most Turbo engines is controlled by the LH2.2 ECU. To keep this working a simple circuit may need to be made, or change the wiring to that from early Turbo engines. There appaears to be possibly three different wirings for the Aux water Pump:
See the wiring in this document for early style Aux Pump which is controlled by two temperature sensors
http://volvo480.northernscum.org.uk/fil ... chemes.pdf
Then this one which is controlled by the LH 2.2 ECU and coolant temperature sensor mounted on the engine block.
http://volvo480.northernscum.org.uk/files/91wiring.pdf
And lastly this one, which is like above type, but with additional mechnical switch for temperatures above 105 celcius!
http://volvo480.northernscum.org.uk/fil ... wiring.pdf
Megasquirt was mounted in the metal LH2.2 case, with a wireing loom going to an empty EZK case.
Tacho output pin needs a 12v pullup resistor as in the left diagram here:
http://www.extraefi.co.uk/Drawings/tacho_Wiring.GIF
You need an MAT/IAT temperature sensor. This monitors the air inlet temperatures. I used a 2 litre throttle body, and installed an open element type in a spare vacuum tube hole. The sensor came from a 2litre Volvo 4xx I think. I used the throttle idle switch wires for the new sensor, as Megasquirt doesn't need an idle switch, just a TPS.
Both the coolant and inlet temperature sensors are therefore identical in resistances. You need to calibrate the Megasquirt using EasyTherm with these details:
0 degrees C = 5800 ohms
20 degrees C = 2500 ohms
95 degrees C = 160 ohms
On the Megasquirt R52 and R56 need to be fully anti clockwise, and then turn R56 twice clockwise. See http://www.extraefi.co.uk/vr_setup.htm
The VR Sensor has three wires. Pin 10 on the EZK is positive (the signal), Pin 11 is screen and 23 is negative. If you extend these signals, use screened cable.
Igntion setup: I used a VB921 with an extra 1k pullup resistor to 12v to drive the standard Ignition Amplifier module.
http://www.msextra.com/manuals/MS_Extra ... singlecoil
For this, run spark output Not Inverted.
You could drive the Ignition Coil directly from the VB921, as that was what it was designed to do. For this, set spark output Inverted.
I am not running any Idle Control, mine is removed altogether. Boost control has not been used yet, I am just running an MBC (manual boost controller/bleed valve etc).
Auxiallary Water Pump on most Turbo engines is controlled by the LH2.2 ECU. To keep this working a simple circuit may need to be made, or change the wiring to that from early Turbo engines. There appaears to be possibly three different wirings for the Aux water Pump:
See the wiring in this document for early style Aux Pump which is controlled by two temperature sensors
http://volvo480.northernscum.org.uk/fil ... chemes.pdf
Then this one which is controlled by the LH 2.2 ECU and coolant temperature sensor mounted on the engine block.
http://volvo480.northernscum.org.uk/files/91wiring.pdf
And lastly this one, which is like above type, but with additional mechnical switch for temperatures above 105 celcius!
http://volvo480.northernscum.org.uk/fil ... wiring.pdf
'92 480 Turbo, full leather and air con
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60-2. I had real problems with the ignition advancing, even when I set it to be static and fixed at -10 degree. I had the spark inverted!!
At the moment, the fuel table is quite good as I'm using a wideband sensor and datalogging everything. Ignition timing is next to be sorted, but to get the best ignition timing it needs a rolling road. However, I'm disabling the boost to run like a N/A and will do some WOT pulls and keep increasing the timing until I register/hear knock and pull it back at that load site a couple of degrees. From there on you can use some rough rules of 1degree or retard for every 0.5psi to 1psi for the high boost areas.
At the moment, the fuel table is quite good as I'm using a wideband sensor and datalogging everything. Ignition timing is next to be sorted, but to get the best ignition timing it needs a rolling road. However, I'm disabling the boost to run like a N/A and will do some WOT pulls and keep increasing the timing until I register/hear knock and pull it back at that load site a couple of degrees. From there on you can use some rough rules of 1degree or retard for every 0.5psi to 1psi for the high boost areas.
'92 480 Turbo, full leather and air con
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- gixfighter
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Interesting project, I'm doing the same with my B18FT engine in my Renault 19 Convertible but running on MSII V3.0 with MSII Extra code to control boost and launch.
I have the car running pretty good on low loads, tonight or tomorrow going to run on highter loads and tune the VE table. I found the ignition table on the forum here, but probably need some fine tuning.
Anyway, my goal is to learn a lot of EFI and upgrade to bigger turbo and/or compressor to gain torque in lower revs with all necessary upgrades, but keep the internals stock.
I hope to finish this week and get it on the dyno to compare it with the original ECU (Chipped by Rica The Netherlands)
Wout
I have the car running pretty good on low loads, tonight or tomorrow going to run on highter loads and tune the VE table. I found the ignition table on the forum here, but probably need some fine tuning.
Anyway, my goal is to learn a lot of EFI and upgrade to bigger turbo and/or compressor to gain torque in lower revs with all necessary upgrades, but keep the internals stock.
I hope to finish this week and get it on the dyno to compare it with the original ECU (Chipped by Rica The Netherlands)
Wout
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- gixfighter
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ok, here we go:
Tach input / Ignition Options:
Spark mode: Toothed Wheel
Trigger Angle / Offset (deg): 0.00
Ignition input Capture: Falling Edge
Spark Output: Going High
Number of Coils: Single Coil
More Ignition Settings:
Fixed Advance: Use Table
Use Prediction: First Derive Prediction
Cranking Dwell: 6ms
Cranking Advance: 10deg
Dwell Type: Standard Dwell
Maximum Dwell Duration: 3.8ms
Acceleration Compensation: 1ms
Maximum Spark Duration: 2.0ms
Trigger Wheel Settings:
Trigger Wheel Arrangement: Single wheel with missing tooth
Trigger Wheel Teeth: 60
Missing Teeth: 2
Tooth #1 Angle (Deg BTDC): 258.0
Wheel Speed: Crank Wheel
Please note that some of above listed options are only available in MSIIExtra code, so you might have to ignore some of them. If I remember correct some of the settings are in teeth in the earlier codes, but changed to degrees in the MSIIExtra codes so keep that in mind (1teeth equals 6 degrees)
Tach input / Ignition Options:
Spark mode: Toothed Wheel
Trigger Angle / Offset (deg): 0.00
Ignition input Capture: Falling Edge
Spark Output: Going High
Number of Coils: Single Coil
More Ignition Settings:
Fixed Advance: Use Table
Use Prediction: First Derive Prediction
Cranking Dwell: 6ms
Cranking Advance: 10deg
Dwell Type: Standard Dwell
Maximum Dwell Duration: 3.8ms
Acceleration Compensation: 1ms
Maximum Spark Duration: 2.0ms
Trigger Wheel Settings:
Trigger Wheel Arrangement: Single wheel with missing tooth
Trigger Wheel Teeth: 60
Missing Teeth: 2
Tooth #1 Angle (Deg BTDC): 258.0
Wheel Speed: Crank Wheel
Please note that some of above listed options are only available in MSIIExtra code, so you might have to ignore some of them. If I remember correct some of the settings are in teeth in the earlier codes, but changed to degrees in the MSIIExtra codes so keep that in mind (1teeth equals 6 degrees)
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thanks a lot, great info, i have upgrade my ms2 to extracode
ignition imput capture: falling edge?.... i was convinced that rising edge is the right option... but i'm just assuming and your MS is running
i need to read parts of the manual again.
an one more thing.... the autotune option has dissapeared in extracode.... i'm right?
best regards,
Florian
ignition imput capture: falling edge?.... i was convinced that rising edge is the right option... but i'm just assuming and your MS is running
i need to read parts of the manual again.
an one more thing.... the autotune option has dissapeared in extracode.... i'm right?
best regards,
Florian
volvo 480turbo 1990 RICHMODED, adjustable FPR, SSQV BOV, free flow exhaust. - sold
1.6 16v Suzuki Samurai with many mods.
Nissan Note DCi
1.6 16v Suzuki Samurai with many mods.
Nissan Note DCi