z-ya

Without putting an oscilloscope on the signal that drives the transistor on a running engine, you won't know for sure. I'm fairly sure that the VB921 takes a 5V logic level input. So the VB921 will not actually drive the coil until the logic threshold is crossed (maybe 2V). IF the Nissan unit is just a transisor, it will not behave this way. The VB921 is more than just a transistor. It has a comparitor cicuit, pre-driver, and driver transistors. It also has overload protection. Why not just use a VB921?

Paul, If it runs fine without the serial cable connected, then there is no noise coming through the power. What are you serial port settings (baud rate, data bits, stop bits, etc)? If the baud rate is set kind of high (more than 9600), try lowering it. Sounds like a serial port setting issue to me.

MT should display the same firmware code that is loaded in the MS. It looks like MT is configured for a different firmware from what is loaded in teh MS. This is why you are seeing warning messages.

I had similar warning messages when I first got the EDIS code loaded, and MT configured. When I went to the lastest code variant, and reinstalled MT, all the warnings went away. Before spending any time trying to figure why there is no fuel, get those warnings to go away. I suspect you have a firmware problem that is related to those warning messages.

Nice work Paul. I'm looking forward to seeing it in person at some point!

I would also worry about crosstalk between injector driver output wires and sensor wires because they are not shielded from each other. Infact, all the wires in the that cabe are shielded together. It could end up being a debug nighmare. I would either try to fix the one you have, or buy a new premade one.

Yes, you can make it out of steel, and bolt it to your crank pully. That is what most people do. You don't want it too thin though. 1/8" steel is probably the thinest I would go. You also need to put the whole assembly on a lath to true it up. If I had enough people interested, I could have a friend make a bunch of them on his plasma cutter. I would need at least 10 people. The cost might be in the $80 to $120 range.

Set you crank RPM to like 150 or so. Right now it is set to 300. I beleive no fuel will be squirted until you meet or exceed the crank RPM. Pete

The EDIS module takes the VR sensor output, and converts it to a PIP signal. The PIP signal is a +12V square wave that goes high every time a coil fires. So unless you plan on designing some new hardware to convert a +5V output from you optical pickup, to a PIP signal, then you should probably stick with the 36-1 wheel. The other option is to make major changes to the MS code to support the optical pickup +5V output. The 36-1 wheel is not hard to mount, and the EDIS system in general is easy to install. It is also very realiable as the EDIS module is totally potted in some sort of vibration proof gue. It is OEM hardware, and designed to be mounted in the engine comartment. High quality hardware.

What will you run for engine management?

We need to know every detail about your setup before we can help.

I'm sure their are. You can run just about any engine with a Megasquirt.

It is making more torque at 2000 RPM than it did at any RPM last year, so I'm pretty happy so far. The torque curve is pretty flat also. I'll actually drive it tomorrow (got permission to use a parking lot hear at work for a few hours). I was at the convetion last year too. I think we met. I was working with Holy Roller on tuning. I'm pretty sure I met you. My signature photo below is from the track day.

The MS will support many different cylinder configurations. If you want to use EDIS ignition, there are 4, 6, and 8 cylinder versions available from you local junk yard. Yes, you need a muli-tooth wheel. It is not that the MS requires it, the EDIS module does.

Use the search feature of this site.... It has been discussed at least 10 times in great length.

What pump are you using? 10A may be too small. If it is a high performance aftermarket pump, find out what the manufacturer recommends for a fuse and wire. When you put a heavier load on the engine, the pump needs to make more pressure. As the opressure increases, the current to the pump will increase, so it makes sense that you would blow a fuse under heavier loads if the fuse size was a little small. I run one of the MSD pumps with my MS setup, and I have a 20A fuse in my relay board. Have not had any problems.

I spoke with Andy at Camden Superchargers, and he seems to think it will be OK. He says that these superchargers are good for over 13000RPM, and didn't seem to think I would need any kind of brace.

It is a great sytem for those that have some circuit sense. It is not for those that don't have any basic electrical knowlege. You are better off buying a comercially available one (there are some nice ones down under!). The MS is great for me, as I have close to 20 years experience in electronic hardware design and firmware development. It's what I do every day. The MS has been very reliable, and customizable. I like it because it is an open system, so you have full acess to schematics and source code. If you have to do some customizations, you can.

Yes, if the shield touches chassis ground it could cause a ground loop. If you can insulate it, that would be good.

I think you can easily get 300RWHP with a P79, decent turbo, and good engine management. Don't hrow away those P97s just yet!

RedHotZ, Do you have the pair from the snesor to the module shielded (tape is not a conductor, so it won't provide any shielding). The two wires from the VR sensor must be shielded where the shield is only connected to the proper pin on the EDIS module. You can also shield the PIP output, again, connecting the shield only at the EDI module. aarc240, good thinking on a potential noisy alternator with a low voltage. Paul has a scope, so he can look at how noisy the 12V to the MS really is.

I think most people run P90 because of the square exhaust ports. L28ET turbo manifolds are square port. I had a round port 6:1 header already that I was using with the N47, so I decided to go with the P79. With a little more advance, and raising the rev limiter to 7000RPM, I should be pretty close to 270WHP at 8psi.

It has been proven that the P79 will flow as well as the P90, and has the same combustion chamber shape and size. I'm running a P79 on a superchaged L28 project and getting excellent results. No quite 300WHP, but not bad for an old Camden supercharger. Hear is the dyno plot from Saturday: http://www.zccne.org/gallery/albums/clubcar2006/ZCCNE_280Z_SC.jpg This plot includes traces from last year and this year. Last year I ran the flat top motor with an N47 head and stock cam. This year I'm running the same short block, but with a P79 head, and Com Camps 460/280 cam. Neither head has any fancy port or polishing work. I also added a Camden supercharger at 8psi. No intercooler. I'm runing around 21deg of advance at 8psi. Last year: 155HP, 165ft-lbs This year: 255HP, 225ft-lbs You can see at 255HP the Megasquirt soft rev limiter is starting to kick in. I may be able to get a bit more power by setting the rev limiter a little higher.

240hoke, Yea, I'm not sure why the torque seems low for the amount of power, but any time you can get higher HP than Torque, you know the motor is breathing well. I think it has to do with the cam. If I was running a stock cam, I would suspect that the power would be in the 200HP range. Remeber that I am only running 8psi. It hits max boost around 4000RPM. (goldfish), No I don't have a brace. I did probably 10 or 12 pulls to 6500RPM, and the belt was still tight. Have you seen these Camden superchargers move at high RPMs? I plan on going to 370cc/min injectors, and then bringing it up to 7000RPM. Figure i can get another 5-10HP.

aarc240, Even +12V is OK for Megasquirt. My car starts fine at 12V, and once running, the alternator puts out 12.8V. Yea, it's a little low, but remember that the processor in the MS runs on +5V from an internal linear regulator. The linear regulator can provide a regulated +5V with an input voltage as low as 8V. I'm not saying it would run at 8V, but I know for sure it should easily run at 12V. The processor in the EDIS module also uses an internal regulator but uses 12V for the open drain tach (PIP) output signal. The VR sensor runs on +5V from the EDIS internal regulator. RedHotZ, Like Clifton said, check that you have voltage at coils when cranking. Also verify again the RPM indicator in Megatune is steady at 220 RPM. Also check your spark with a timing light incase you are not getting a good ground on the spark plug. Check all plug wires, just in case one or two coils are not getting power.