The MegaSquirt Project has experienced explosive growth other the years, with hundreds of new MS installations occurring every week - a phenomenal success! MegaSquirt has been successfully used in all aspects of Internal Combustion engine applications including R&D, Industry, Race, and Research. The MS project has transformed itself from a simple R&D project into a full-featured mature engine control system. To reflect this the support structure has also changed to meet the needs of MegaSquirt Users.
Moving forward, the R&D forums for MegaSquirt project are in a read-only mode - no new forum posts are accepted.
However the forums will remain available for view, they still contain a wealth of information on how MegaSquirt works, how it is installed and used. Feel free to search the forums for information, facts, and overview.While the R&D forum traffic has slowed in recent years, this is not at all a reflection of Megasquirt users, which continue to grow year after year. What has changed is that the method of MegaSquirt support today has rapidly moved to Facebook, this is where the vast majority of interaction is happening now. For those not on Facebook the msextra forums is another place for product support. Finally, for product selection assistance, all of the MegaSquirt vendors are there to help you select a system, along with all of the required pieces to make it complete.
Forum rules
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
Steven wrote:Matt, i appreciate the advice but why is it that you dont recommend doing this? I cannot use port injection on this engine because of the siamese ports 240-480deg firing order (i learnt this the hard way)
Because I have seen several dyno tests firsthand and heard reports of several others where people attempted to make a TBI type setup with the injectors downstream of the throttle body has had massive fuel distribution issues.
and i don't know of any horizontal TBI setups commercially available.
I've seen vertical TBIs mounted horizontally before with no problem. With no float bowls, TBIs are not sensitive to mounting angle.
Matt
Thanks for the info, i have just been googling for commercially available TBI units such as the FAST and some are before and some after the throttle.
I notice the GM type TBI use low resistance injectors before the throttle but most of the aftermarket units are injecting just after the butterflies using high impedance units. in both cases it looks like one injector per barrel.
i'm a little reluctant to go with the throttle body but will if i have to.
Yes, I've seen both kinds on the market. One of the throttle bodies I'd seen tested was (and I believe still is) commercially available. The other one was a prototype unit we were testing for another company who chose not to release the device based on our test results. I have not seen test results from FAST's TBI, but at this point I consider the burden of proof to be on them to demonstrate that it gets good fuel distribution. Something like a log of EGT per cylinder on a dyno pull would be a good starting point.
Matt
thanks for the reply, because of the packaging restraints i don't want to put a four square unit sideways and i need to use high impedance injectors. So i have ordered a ford 4.6l throttle body that will better allow me to fabricate an injector first then throttle setup.
one more question because the throttle shaft will be horizontal and then the initial openings in the throttle will be top and bottom is there any advantage to having injectors pointing towards these initial openings? any lessons that i can steal i will take because i have found they are expensive and time consuming to make my own...
unfortunately i'm not a millionaire because the Webber DCOE type throttle body's would be awesome.
Ok guys been a while since I've posted but I need to start finessing this setup a bit I've another truck that I want to do a similar setup on. Currently the engine idles beautifully and goes down he highway like a freight train... It's just the transient part in between that it struggles with. Has anyone had luck with water heating the inlet manifold, I'm pretty sure mine gets frosty on the outside. I'm getting a lean then rich phase when I try to accelerate.
Matt it's going to be a little while before I can get a fresh log to you, flying to South Korea on Friday for a week. I'll try and get one of the earlier logs uploaded for you to look at but I don't think anything has changed since I last uploaded to this forum. I've also had a real engine guy helping with the tune while I drive and we can't come up with anything better. For the time it takes to make a new inlet manifold i think I may just go ahead and get it done. The distance from injector to inlet valve is about 18" and it is cold. I think I get that down to about 10-12" and I may also try a smaller Throttle Body at the same time.
Is there any good data on inlet manifold heating anywhere?
