Callin' upon you Emerald Boys
Discussion
Hullo Men
Taking Martin Lewis's advice I checked out 'moneysupermarket.com' and saved myself a theoretical £84 a year by swapping gas 'n' leccy suppliers and saved a similar amount on a broadband/mobile package. Woohoo! So, to celebrate my guile and new found wealth I've decided to increase my 5.4's size 12 carbon footprint by junking the Omex 150 and EPROM'd 14CUX in favour of something like the K3.
I wish I'd taken advantage of the Emerald group buy but missed out . . . w@nk! So darned expensive; I could pop down to PC World and get more computive power for £200. The downside of course is that when you've installed that in the footwell your passengers are limited to the likes of Douglas Baader. Anyway, to the point:
As the Emerald/Omex AFMless install is almost becoming de rigueur, I was wandering if anyone had written a nit-wits guide to parts suppliers and Griff/Chim installation yet. Oh, and I have perused previous posts and looked at Emeralds website.
I notice that some of you have made up bespoke looming; is this now available ready made?
'triggerwheels.com' seem a good source for certain items.
To minimise cost, I'd ideally like to get the thing running before taking it to the likes of Joo for a fettle and some of his induction trickery pokery.
Anyway, any advice/pointers gratefully received.
Bruce
Taking Martin Lewis's advice I checked out 'moneysupermarket.com' and saved myself a theoretical £84 a year by swapping gas 'n' leccy suppliers and saved a similar amount on a broadband/mobile package. Woohoo! So, to celebrate my guile and new found wealth I've decided to increase my 5.4's size 12 carbon footprint by junking the Omex 150 and EPROM'd 14CUX in favour of something like the K3.
I wish I'd taken advantage of the Emerald group buy but missed out . . . w@nk! So darned expensive; I could pop down to PC World and get more computive power for £200. The downside of course is that when you've installed that in the footwell your passengers are limited to the likes of Douglas Baader. Anyway, to the point:
As the Emerald/Omex AFMless install is almost becoming de rigueur, I was wandering if anyone had written a nit-wits guide to parts suppliers and Griff/Chim installation yet. Oh, and I have perused previous posts and looked at Emeralds website.
I notice that some of you have made up bespoke looming; is this now available ready made?
'triggerwheels.com' seem a good source for certain items.
To minimise cost, I'd ideally like to get the thing running before taking it to the likes of Joo for a fettle and some of his induction trickery pokery.
Anyway, any advice/pointers gratefully received.
Bruce
Hi Clive
Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
2Munkys said:
Hi Clive
Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
the KMS is actually a cheaper ecu, I use it and emerald a lot .. kms for simpler installs (fit and forget) and emerald for people who like to have more functions to play with (appeals to serial-upgraders and IT types who like to get in there and fiddle) . in the kms you can only run one map for instance against the three maps in the emerald. Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
There is no way on god's earth that you would ever get all the mapping and fiddling around / setting up etc done in a day and get it right. you'd really need the car for a week to at least to have a good stab at getting the cold start/warm up phase about right to prevent initial stalling as far as possible. You can use the ecu to trim the warm up mixture by getting it onto lambda control as early as poss, but you'd still really want to get the basic mixture something like right to avoid large lambda corrections. It's a day on the dyno and out on the road just doing the basic mapping, that's not allowing for all the inevitable set-up and fitting isues you almost always encounter on self-installed systems.
trackcar said:
2Munkys said:
Hi Clive
Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
the KMS is actually a cheaper ecu, I use it and emerald a lot .. kms for simpler installs (fit and forget) and emerald for people who like to have more functions to play with (appeals to serial-upgraders and IT types who like to get in there and fiddle) . in the kms you can only run one map for instance against the three maps in the emerald. Yea, I spoke to Paul about it and had a look at the KMS website; seems to be one of the more expensive ECU's out there but probably for a reason. I'm sure I'll be giving Joo a call but wanna get the whole picture of what's involved, what I can do for myself and likely cost before I bother a busy man only to say, 'ah! that's beyond my means'.
There's also the downside to being as far South West as you can get. Though I can accept a 700 mile round trip I want to be satisfied that when I'm up there (wherever it may be) I can get all that's neccessary done within a working day.
There is no way on god's earth that you would ever get all the mapping and fiddling around / setting up etc done in a day and get it right. you'd really need the car for a week to at least to have a good stab at getting the cold start/warm up phase about right to prevent initial stalling as far as possible. You can use the ecu to trim the warm up mixture by getting it onto lambda control as early as poss, but you'd still really want to get the basic mixture something like right to avoid large lambda corrections. It's a day on the dyno and out on the road just doing the basic mapping, that's not allowing for all the inevitable set-up and fitting isues you almost always encounter on self-installed systems.
At your convenience I'll give you a call Joo; just need your window.
it's not a week constantly working on your car, but unless you have a VERY effiecient air conditioned dyno cell you only get one cold start a day so in a week you'll probably only do say a full day of mapping and then the next 4 mornings would be 4 cold starts / warm up trimming and by that time you'd be close enough to send the car out, but you would still be able to refine it further if you had longer.
trackcar said:
it's not a week constantly working on your car, but unless you have a VERY effiecient air conditioned dyno cell you only get one cold start a day so in a week you'll probably only do say a full day of mapping and then the next 4 mornings would be 4 cold starts / warm up trimming and by that time you'd be close enough to send the car out, but you would still be able to refine it further if you had longer.
Copied; got a couple of calls to make tonight so maybe I'll give you a call tomorrow. Just indicate when might be convenient.My experience for far is to allow about £1K for the ECU, wiring, trigger wheel and coil packs. That's assuming you do the wiring yourself.. and it takes loads of hours here and there..
Emerald can do basic looms and fully looms at various costs - I made my own.
Then perhaps £250 ~ 500 for a really good mapping - not done this yet but Jules sounds right in what he says..
Emerald can do basic looms and fully looms at various costs - I made my own.
Then perhaps £250 ~ 500 for a really good mapping - not done this yet but Jules sounds right in what he says..
trackcar said:
it's not a week constantly working on your car, but unless you have a VERY effiecient air conditioned dyno cell you only get one cold start a day so in a week you'll probably only do say a full day of mapping and then the next 4 mornings would be 4 cold starts / warm up trimming and by that time you'd be close enough to send the car out, but you would still be able to refine it further if you had longer.
If that was a big issue, it would be quite feasible to use an external pump to circulate the coolant through an external cold sink, a few feet of copper pipe through an agricultural tank full of cold water would do nicely. For example it wouldn't take much to tap into the heater circuit. Just like one of those engine pre-heaters but in reverse.rev-erend said:
My experience for far is to allow about £1K for the ECU, wiring, trigger wheel and coil packs. That's assuming you do the wiring yourself.. and it takes loads of hours here and there..
Emerald can do basic looms and fully looms at various costs - I made my own.
Then perhaps £250 ~ 500 for a really good mapping - not done this yet but Jules sounds right in what he says..
Cheers Rev, probably what about I'd thought.Emerald can do basic looms and fully looms at various costs - I made my own.
Then perhaps £250 ~ 500 for a really good mapping - not done this yet but Jules sounds right in what he says..
I made a loom up for the Harris many years ago and could do likewise again but for a lack of being @rsed so may have to see what's going and pay the extra. Gonna have to budget for Joo's indctionaryness too as shedding the big Bosch may only be half the battle: no point in half measures at this point.
Oh, and whilst I'm here: thanks for the time to speak the other nights Pasco and AJPG.
.. and if i didnt spend so long on PH maybe one day i could do that
If i'm struggling keeping a car cool I do sometimes use a second radiator but you can soon lose a couple of hours and a gallon of coolant swapping the second rad into the circuit .. not that that is a big issue if it saves loads of time later of course.
Unless you had some sort of air cooler you'd still have high ambient air temps (ok not sky high but higher than a winter overnighter and that's when cold start trimming really helps prevent stalling) ..
I envy people with quarter of a million pound installations, sadly it will take a lot of ecu work to get me one of those In teh meantime I just explain to people that i'll need the car for a week and thy seem quite happy to drop off one weekend and collect the next. The great thing about this type of work is the owners are enthusiasts and don't mind losing their cars for a while if it gets the job done better. I agree some sort of cooler would help though, I will look into that 
If i'm struggling keeping a car cool I do sometimes use a second radiator but you can soon lose a couple of hours and a gallon of coolant swapping the second rad into the circuit .. not that that is a big issue if it saves loads of time later of course.
Unless you had some sort of air cooler you'd still have high ambient air temps (ok not sky high but higher than a winter overnighter and that's when cold start trimming really helps prevent stalling) ..
I envy people with quarter of a million pound installations, sadly it will take a lot of ecu work to get me one of those
In teh meantime I just explain to people that i'll need the car for a week and thy seem quite happy to drop off one weekend and collect the next. The great thing about this type of work is the owners are enthusiasts and don't mind losing their cars for a while if it gets the job done better. I agree some sort of cooler would help though, I will look into that Joo - I build one of these to cool my beer..
base on the theory :
I knew from some long forgotten physics lecture that when a liquid expands into a gas it will draw heat from its surroundings. And I happened to have a source of a suitable liquid right in my shed in the form of a LPG cylinder (liquid petroleum gas). Obviously it would not do to evaporate vast quantities of a flammable gas into the closed confines of my garage. That would probably be dangerous. What I needed was a way to remove the dangerous gas. The solution was obvious. The gas is flammable so why not burn it. Burning the gas with a normal burner would not use up the gas fast enough to give me any serious cooling. What I needed was a way to use up a lot of fuel very, very quickly.
What I needed was a jet engine!
As everyone knows jet engines use a lot of fuel. And a smallish one running in my shed would use up enough fuel from my gas bottle to sufficiently cool my beer.
I went to work. A jet engine in its simplest form consists of a COMBUSTOR where fuel is burnt to heat air, a TURBINE extracting energy from the heated air and a COMPRESSOR which is turned by the turbine to provide air to the combustor. I knew that a common turbocharger from a car engine has two of these three things, the compressor and the turbine. All I needed to add was the third, the combustor. After much investigating and designing and building and dodgy welding I built my engine.
It does say on the tin to serve cold !
This guy did something silimar :
http://www.asciimation.co.nz/beer/
base on the theory :
I knew from some long forgotten physics lecture that when a liquid expands into a gas it will draw heat from its surroundings. And I happened to have a source of a suitable liquid right in my shed in the form of a LPG cylinder (liquid petroleum gas). Obviously it would not do to evaporate vast quantities of a flammable gas into the closed confines of my garage. That would probably be dangerous. What I needed was a way to remove the dangerous gas. The solution was obvious. The gas is flammable so why not burn it. Burning the gas with a normal burner would not use up the gas fast enough to give me any serious cooling. What I needed was a way to use up a lot of fuel very, very quickly.
What I needed was a jet engine!
As everyone knows jet engines use a lot of fuel. And a smallish one running in my shed would use up enough fuel from my gas bottle to sufficiently cool my beer.
I went to work. A jet engine in its simplest form consists of a COMBUSTOR where fuel is burnt to heat air, a TURBINE extracting energy from the heated air and a COMPRESSOR which is turned by the turbine to provide air to the combustor. I knew that a common turbocharger from a car engine has two of these three things, the compressor and the turbine. All I needed to add was the third, the combustor. After much investigating and designing and building and dodgy welding I built my engine.
It does say on the tin to serve cold !
This guy did something silimar :
http://www.asciimation.co.nz/beer/
rev-erend said:
Joo - I build one of these to cool my beer..
base on the theory :
I knew from some long forgotten physics lecture that when a liquid expands into a gas it will draw heat from its surroundings. And I happened to have a source of a suitable liquid right in my shed in the form of a LPG cylinder (liquid petroleum gas). Obviously it would not do to evaporate vast quantities of a flammable gas into the closed confines of my garage. That would probably be dangerous. What I needed was a way to remove the dangerous gas. The solution was obvious. The gas is flammable so why not burn it. Burning the gas with a normal burner would not use up the gas fast enough to give me any serious cooling. What I needed was a way to use up a lot of fuel very, very quickly.
What I needed was a jet engine!
As everyone knows jet engines use a lot of fuel. And a smallish one running in my shed would use up enough fuel from my gas bottle to sufficiently cool my beer.
I went to work. A jet engine in its simplest form consists of a COMBUSTOR where fuel is burnt to heat air, a TURBINE extracting energy from the heated air and a COMPRESSOR which is turned by the turbine to provide air to the combustor. I knew that a common turbocharger from a car engine has two of these three things, the compressor and the turbine. All I needed to add was the third, the combustor. After much investigating and designing and building and dodgy welding I built my engine.
It does say on the tin to serve cold !
This guy did something silimar :
http://www.asciimation.co.nz/beer/
I suppose it isn't as much fun simply using a freezer.base on the theory :
I knew from some long forgotten physics lecture that when a liquid expands into a gas it will draw heat from its surroundings. And I happened to have a source of a suitable liquid right in my shed in the form of a LPG cylinder (liquid petroleum gas). Obviously it would not do to evaporate vast quantities of a flammable gas into the closed confines of my garage. That would probably be dangerous. What I needed was a way to remove the dangerous gas. The solution was obvious. The gas is flammable so why not burn it. Burning the gas with a normal burner would not use up the gas fast enough to give me any serious cooling. What I needed was a way to use up a lot of fuel very, very quickly.
What I needed was a jet engine!
As everyone knows jet engines use a lot of fuel. And a smallish one running in my shed would use up enough fuel from my gas bottle to sufficiently cool my beer.
I went to work. A jet engine in its simplest form consists of a COMBUSTOR where fuel is burnt to heat air, a TURBINE extracting energy from the heated air and a COMPRESSOR which is turned by the turbine to provide air to the combustor. I knew that a common turbocharger from a car engine has two of these three things, the compressor and the turbine. All I needed to add was the third, the combustor. After much investigating and designing and building and dodgy welding I built my engine.
It does say on the tin to serve cold !
This guy did something silimar :
http://www.asciimation.co.nz/beer/
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