Matt Cramer

The 029y3 code should work for your setup - I just wanted to let Megasquirt-II users know they also have options without waiting for a router board.

The router board project has pretty much turned into a stand-alone ECU on its own; it ended up with so much processing power that it can handle all the calculations without an MS-II. We're expecting it out next year. On the other hand, MS2/Extra code that will handle LSx wasted spark ignition is in the testing stages right now, ready for the more adventurous users to download and try out.

My favorite way of checking the code version is to get the MS-II code download program, which also works with Megasquirt-I. Install it, connect it to a powered up Megasquirt, and set it to your COM port number and a COM speed of 9600. Then go to File -> Read Signature. It will tell you what code version you have. Note that some codes share signatures - for example, 029q through 029v and several experimental versions through 029x all have the same signature. However, as long as the signature is the same, they use the same INI file.

Make sure you have Megatune configured to match your code variant - that accounts for most of the problems with not connecting.

While it's best not to let this happen, there are a couple of components such as a metal oxide varistor that are designed to shunt high voltage spikes to ground.

Spectre's own Scott Clark ran it on a small block Chevy that I saw up at the Richmond Megasquirt meet. We're planning to use the same demo unit they had there in a project car to be determined. The current ones ship with MegaTune. SpecTune has had a few delays, but I'll be sure to check out the software when it comes out.

That's where it stands with the current MS2/Extra code. There is one user who has built a special circuit board that let him get the MSnS-E code to work: http://www.msruns.com/viewtopic.php?t=22474 The upcoming 029Z code is planned to work with the LS1, too, but is not out yet.

Actually, it's based off Megasquirt-I. There are a few differences: 1. They've substantially beefed up its protection against noise. It now has separate 5 volt power supplies to keep noise out of some of the key functions, and stronger grounding. 2. It has a built-in USB adapter. 3. It has pretty much all the extra MSnS-E options already installed. 4. The AMPSeal connector is a lot beefier than the standard DB37.

I suspect that would work OK - not quite as well as real ported vacuum, but very close.

You'll need to follow the specific instructions for triggering off the negative terminal of the coil, including using the reversed Zener diode.

The original Megasquirt O2 sensor input was designed for a narrow band. Wideband sensors are a bit more complicated - they don't give a straight voltage or resistance output. Instead, they have something like a narrow band sensor plus an oxygen pump, which requires a controller either in the ECU or an external device like an LC-1.

We had one customer recently who was having trouble with a noisy USB connection. There's two things to check: 1. If the cable does not plug correctly into the USB port and can wiggle too much, it can lose the connection and make things lock up. 2. Try editing the common.ini file, found here on a typical install: C:Program FilesMegaSquirtmtCommoncommon.ini Change the line where it says InterWriteDelay=1 to InterWriteDelay=5. These things solved the issues he was having.

Well, just because a distributor cap is new doesn't mean it's good. I know in the slant six world, the NAPA-Echlin caps (a brand that ought to know better) are often ground off-center. Check to be sure that's not the case with yours.

Megasquirt is going to need an RPM signal before it will trigger the VB921. Is it the Megasquirt that can't see RPM, or the tach?

The six hole ring is the 120 degree crank angle sensor, and this is the RPM signal Megasquirt is looking for. It is not designed to work with the 1 degree wires. You can split the wire as it comes out of the sensor and run one to the stock ECU and one to Megasquirt. If the stock ECU loses the signal, try putting a 500 ohm to 1K resistor in line with the Megasquirt. The Autronic disk will work with Megasquirt, but it won't work with the stock computer.

The trouble with an EDIS trigger is that it uses a VR sensor, and to use it with a V2.2 board you will need to build a conditioner for that input. In your case, since you are running fuel only, I would recommend splitting the sensor wire on the six hole ring between Megasquirt and the stock ECU. Do not run any pull-up resistors or anything like that, just wire it to both. This should get you an RPM signal both computers can use.

The way we usually recommend to get a knock sensor working with MS-II is to use a KnockSenseMS. It's pretty simple and reliable.

The biggest problem with Megasquirt on an RB is the ignition pick-up. It uses slot length to identify cylinders rather than a missing or extra tooth. EDIS is definitely going to be the easy way to do this. Another relatively simple way to get Megasquirt to work with the ignition is to use an Autronic trigger disc: http://www.autronic.com/page_files/trigger_disks.htm

The MS2 only gained the ability to drive multiple coils about a month ago with the MS2/Extra firmware, and the MS1 has a few more outputs available. But I think the biggest reason is that the MS1 gets the job done on a lower budget.

Nitrous injection and water injection at the same time can turn into ice injection, way too easily. The eMS-Pro can fire six cylinders in wasted spark. They do need external ignitors. The guys at Spectre are partial to LS1 coils - they have built in ignitors and can work great in wasted spark mode.

You can lock out the timing in the stock distributor and use Megasquirt's VR conditioner if you like. That should work, but locking the timing out can be a hassle. And yes, IAT sensors work as you expect. Pretty straightforward to install. The IAC valve moves a plunger that opens a passage inside an enclosure. We have a remote mount IAC body if you need someplace to install one.

It depends - if you are OK with running a cautious spark curve, you can wait now and get the spark dialed in on a dyno.

Might be easiest to get the timing checked out on a steady state dyno. This'll help cut down on the risk of damaging anything, as you'll see the power fall before it starts pinging.

I took another look at the log you sent me - besides the notes I'd sent you earlier on the acceleration settings, there is a lot of noise in the battery voltage. You may want to put a radio noise filter on the 12 volt line; I've got that on my Dodge Dart and it makes a big difference. And yes, that alternator does sound a bit marginal for an injected car.

We are running Megasquirt with no TPS on our Miata. It works fine, but a TPS does give you more tuning variables. There isn't much of a flood clear option without one, but you only need that if you flood the engine. We're using a resistor to stabilize the voltage so it doesn't climb into flood clear mode on its own. A turbo application must use a MAP or MAF sensor. Normally you don't need to blend in alpha-N controls on one unless you're running a huge cam. But the TPS is nice for acceleration enrichment.