MEGASQUIRT fueling only what can i expect from it???
Discussion
Not sure if there are many on here that have gone for fuel only, but I maybe wrong.
Why have you decided not to go the whole hog and fit wasted spark too, and get rid of the clockwork
dizzy. The timming over the full rev and load range can be set a great deal more accurately than when
keeping the dizzy.
Let us know what the improvements are once your up and running.
Good luck.
Paul.
Why have you decided not to go the whole hog and fit wasted spark too, and get rid of the clockwork
dizzy. The timming over the full rev and load range can be set a great deal more accurately than when
keeping the dizzy.
Let us know what the improvements are once your up and running.
Good luck.
Paul.
tks guys i go forthe basic first as i have other things i need to fix or upgrade.my clutch coming soon.helix racing(mhmh i like the racing word)...cam will come to very soon.sorry mark but i dont get why people spend nearly 400pounds getting a chip when for an extra 180pounds u can get the Megasquirt and have a much control of ur fueling and etc,..... i am getting it from V8d at around 580pounds.call me crazy but TVR performance parts are really really cheap.my cefiro with RB26 twin turbo cost me a fortune to mod.
hi DAZ at first will run it with the standard cam to see how it is.i ll get the cam (MC1 i think) before end of this year.u used to have that cam on ur 4 litres right???how was it???here the locals tuners are pretty good so i dont think it ll be a big problem...i really cant wait to see how it changes the car...
SILICONEKID340HP said:
Who is going to map it ? The basic map will only just get you going .If you decide to do it your self you need a wide band lambda and maybe a AFR guage..
Which cam are you going for ?
Which cam are you going for ?
I liked the MC1 cam its under rated ..It seemed to rearly go and low down driving was good..Trouble is the stealth cam may or may not fit in your engine ,its touch and go..you may need pocketed pistons..
I would get them to fit you a wide band lambda sensor and at the same time get a AFR guage ..it`s not that much of a job to fit..
http://trigger-wheels.com/store/contents/en-uk/d27...
I would get them to fit you a wide band lambda sensor and at the same time get a AFR guage ..it`s not that much of a job to fit..
http://trigger-wheels.com/store/contents/en-uk/d27...
Edited by SILICONEKID340HP on Sunday 7th August 22:00
Simon says said:
Don't expect miracles with fuel only 
its mapped ignition and doing away with the clockwork dizzy where its at as you can run more aggressive ign timing 
and a combination of both 
it all depends how far out your fuel curve is for the spec your motor is using
My thoughts exactly. its mapped ignition and doing away with the clockwork dizzy where its at as you can run more aggressive ign timing and a combination of both it all depends how far out your fuel curve is for the spec your motor is using After a lot of research & studying the various systems, I came to the exact same conclusion.
I can see no real reason why fueling delivered by a MegaSquirt or any other aftermarket system would offer significant benefits over a really well set up Lucas 14CUX.
However replacing the mechanical distributor with a mappable ignition system is a completely different story, to me the benefits are huge.
If you understand the fundamentals of ignition in a internal combustion engine then junking the centrifugal & vacuum advance for an ECU controlled fully adaptive system has to be a no brainer.
The problem with the fuel side is getting the Lucas 14CUX set up properly, as we all know you are basically restricted to one guy.
The difficulty in getting the 14CUX mapped properly may well be enough on it's own for some to abandon it & move to MegaSquirt or the like.
It would be very interesting to see how a MA rolling road mapped 14CUX & Omex 200 combo would compare with say a full MegaSquirt fuel & spark install on the same engine.
I wouldn't mind betting there wouldn't be that much in it.
At the end of the day it doesn't matter how good any of these systems are, I expect the amount of success will be all down to the skills & knowledge of the mapper.
It will be interesting to see what MA can do with my 14CUX on Tuesday, if I am happy with his work it will get his Omex 200 treatment to compliment the fueling work.
Perhaps I am mad to stick with the Lucas system & go Omex 200? to be honest I had given up on MA getting back to me.
But after all the waiting............. he offered me a session out of the blue!!!!!
(or perhaps he lurks on PH?).
So rightly or wrongly, I took it.
The thing is, if (like I suspect) its the skills of a good mapper that's the key to getting the best from an RV8, then I doubt there are many with better credentials than MA.
Watch this space, I promise to give the group my honest feedback, good or bad.
Lets hope it's good
As simon says, a lot depends on how good your existing map is. Fueling on mine was pretty shocking with the two 14CUX ECUs I tried. The Fuel only megasquirt gave me a 31 bhp increase, although the map still isn't perfect so excpect a bit more to come. see thread below.
http://www.pistonheads.com/gassing/topic.asp?h=0&a... PnP (fuel only) - Up and Running
It's more than likely that a mapping session with MA could have acheived a similar increase, but due to my location this wasn't really a practical option. I also believe that getting rid of the AFm gives a few extra HP.
Just about to fit a wide band sensor so I can do some further mapping myself. May also go for full ignition mapping later on, possibly in the winter.
http://www.pistonheads.com/gassing/topic.asp?h=0&a... PnP (fuel only) - Up and Running
It's more than likely that a mapping session with MA could have acheived a similar increase, but due to my location this wasn't really a practical option. I also believe that getting rid of the AFm gives a few extra HP.
Just about to fit a wide band sensor so I can do some further mapping myself. May also go for full ignition mapping later on, possibly in the winter.
angus99 said:
As simon says, a lot depends on how good your existing map is
Very true, & that's what I will be finding out tomorrow, actually I have no real issues with the way my car drives.The truth is my experience sits with ancient carburetor fuel systems, when I was involved with classic & vintage vehicles setting fueling correctly was always a significant part of servicing a customer's car.
Although my Chim has been well looked after all it's life, it's highly unlikely the fueling has ever been properly looked at in 15 years!
I have gone right through the car since I bought it just over two years ago, but there is only so far I can go when it comes to the fueling before my skills and facilities stop me in my tracks.
In my humble opinion not setting up the fueling correctly leaves a big hole in the long list of areas that should be covered by a proper service.
As I understand it MA has a proven systematic process that starts by ensuring every element in the system is working correctly before he is happy to move on & fine tune the fueling.
This was the way I was taught to approach things, if nothing else what I am getting is a very comprehensive health check.
For the first time since the car left Bristol Avenue in 1996 the fueling will be adjusted to give the very best performance & economy possible.
In my book that alone makes it worthwhile exercise, all be it a rather expensive one.
When I run some wideband data logs pre MS2 install around 2 years ago I got some very nice fuel curves from the CUX (system all stock closed loop etc)right the way through the rev range its only around the 1800rpm lurch spot that the CUX system suffers a tad more fuel along with some fine ignition tweeks are needed here this masks the fault significantly this is where the Megasquirt ECU or any other mappable ECU comes into it's own,my CUX system and stock ign system were A1 I should add i.e fairly recent NTK Lambda probes(OE one's)decent leads Genuine Lucas cap & rotor arm(and I do mean gen Lucas)etc etc this should all be basic maintenance before slating the stock ECU/ign system;) but quite honestly having complete control over your engine management is a blessing whatever system you choose 
for example my brothers Chim suffered from the dreaded low speed light throttle lurch quite badly(a peach of a stock 400 Chim) the mods he as carried out since have made the problem no better or worse I might add plenum spacer,decat pipe,smoothbore intake etc,I mention this as I remember reading people having good results from doing these kind of mods and eradicating the dreaded lurch unfortunately as always TVR what works on one does not always work on another that car also as things in correct running order,although that was not my brother's goal with these mods he was just improving the car anyway 
A big thank you to Blitzracing/Marks help & correspondence may I say to attempt to clean up the lurch around 1800rpm with the CUX ECU improvements here I would gauge was about 30% reduction in lurching due to Marks box of tricks but dialling in extra fuel after that sweet spot just locked out the Lambda probes(no switching) 
I was still running the main cat back then and had concerns about the thing heating up excessively trying to burn off the richer mixture so did not go any further than just short of the probes locking out
for example my brothers Chim suffered from the dreaded low speed light throttle lurch quite badly(a peach of a stock 400 Chim) the mods he as carried out since have made the problem no better or worse I might add plenum spacer,decat pipe,smoothbore intake etc,I mention this as I remember reading people having good results from doing these kind of mods and eradicating the dreaded lurch unfortunately as always TVR what works on one does not always work on another that car also as things in correct running order,although that was not my brother's goal with these mods he was just improving the car anyway A big thank you to Blitzracing/Marks help & correspondence may I say to attempt to clean up the lurch around 1800rpm with the CUX ECU improvements here I would gauge was about 30% reduction in lurching due to Marks box of tricks but dialling in extra fuel after that sweet spot just locked out the Lambda probes(no switching) I was still running the main cat back then and had concerns about the thing heating up excessively trying to burn off the richer mixture so did not go any further than just short of the probes locking out Edited by Simon says on Monday 8th August 22:18
Chimpafrolic said:
The truth is my experience sits with ancient carburetor fuel systems, when I was involved with classic & vintage vehicles setting fueling correctly was always a significant part of servicing a customer's car.
Although my Chim has been well looked after all it's life, it's highly unlikely the fueling has ever been properly looked at in 15 years!
As most of us who have been shaving for a while know carbs have loads of mixture balance settings that very quicky go "out" and need to be put back regularily. The same can be said about ignition issues as a direct result of points/cond. Plugs were another item that had problems as a result of everything else working against them.Although my Chim has been well looked after all it's life, it's highly unlikely the fueling has ever been properly looked at in 15 years!
We have moved on a long way from that and just by having functional fuel injection and electronic ignition on a car most of the variables that cause problems are no longer an issue. Today problems result from something having gone wrong, as opposed to "out", so whether the system is untouched or not for years makes little difference if it was working correctly to start with.
IMO once the original TVR equipment is all working as it should you are pretty close to what can be achieved. Sure it can be improved on with more modern aftermarket stuff but whether the improvement on a car that is running properly in the first place is worth what it costs (think drive in/out prices) is debatable. A custom mapping session does away with production tolerances and quirks of a particular car, same comment applies to the finances of doing it.
I class items like plug extenders/leads/RA/D.Cap as consumables, how many people leave them alone due to cost? I am sure a MA session will improve any car, no question, but a chunk of that will be due to him getting the cars "right" before he starts - because he knows what he is doing.
mhmh well said.but u guys cant even get to him and u are in UK.so i doubt he ll fly to kuala lumpur to tune my car...right????so megasquirt it is!!!by the way for the past few days my rpm stays up a bit before going down..can it be the lambda sensor or something else???tks for ur help on that one..MARK if u ever travel to malaysia i ll pick u up at the airport for free!!!
Ribol said:
As most of us who have been shaving for a while know carbs have loads of mixture balance settings that very quicky go "out" and need to be put back regularily. The same can be said about ignition issues as a direct result of points/cond. Plugs were another item that had problems as a result of everything else working against them.
We have moved on a long way from that and just by having functional fuel injection and electronic ignition on a car most of the variables that cause problems are no longer an issue. Today problems result from something having gone wrong, as opposed to "out", so whether the system is untouched or not for years makes little difference if it was working correctly to start with.
IMO once the original TVR equipment is all working as it should you are pretty close to what can be achieved. Sure it can be improved on with more modern aftermarket stuff but whether the improvement on a car that is running properly in the first place is worth what it costs (think drive in/out prices) is debatable. A custom mapping session does away with production tolerances and quirks of a particular car, same comment applies to the finances of doing it.
I class items like plug extenders/leads/RA/D.Cap as consumables, how many people leave them alone due to cost? I am sure a MA session will improve any car, no question, but a chunk of that will be due to him getting the cars "right" before he starts - because he knows what he is doing.
We have moved on a long way from that and just by having functional fuel injection and electronic ignition on a car most of the variables that cause problems are no longer an issue. Today problems result from something having gone wrong, as opposed to "out", so whether the system is untouched or not for years makes little difference if it was working correctly to start with.
IMO once the original TVR equipment is all working as it should you are pretty close to what can be achieved. Sure it can be improved on with more modern aftermarket stuff but whether the improvement on a car that is running properly in the first place is worth what it costs (think drive in/out prices) is debatable. A custom mapping session does away with production tolerances and quirks of a particular car, same comment applies to the finances of doing it.
I class items like plug extenders/leads/RA/D.Cap as consumables, how many people leave them alone due to cost? I am sure a MA session will improve any car, no question, but a chunk of that will be due to him getting the cars "right" before he starts - because he knows what he is doing.
i think u need to spend ur summer in the south of france.i promise u ll change ur mind about french gals....alright lets talk cars.what else can it be???when cold if i press a bit it almost die but not when warm.only been doing this for the past 2 days...tks guys
SILICONEKID340HP said:
All i know is the French girls have hairy arm pits and stink of garlic ,and the Thai girls love you long time 
Edited by SILICONEKID340HP on Monday 8th August 16:30
From the feedback I've received you will get a far more drivable car.
Its not all about the power figures, as thats just about air flow, timing and fueling. Any ECU can give you max power as long as it's not restrictive. A fully mappable setup will give you a much smoother power delivery over the standard 14CUX.
Personally Id go for spark and fuel though, complimenting the fuel with mappable ignition is where the main gains come from in economy and power
cheers
Phil
Its not all about the power figures, as thats just about air flow, timing and fueling. Any ECU can give you max power as long as it's not restrictive. A fully mappable setup will give you a much smoother power delivery over the standard 14CUX.
Personally Id go for spark and fuel though, complimenting the fuel with mappable ignition is where the main gains come from in economy and power
cheers
Phil
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