MSefi.com read only forum (Jan.15,2018)

Here's an extract of a thread by Bruce around Christmas 2007 reporting on tests of LS-1/LS-2 coils. He describes the test for current draw for both types of coils as displayed on a scope and from which you can infer the saturation point. The thread from which this was taken is no longer available ...

Why multiple wires to the ground point? Bruce said this in a post about grounding the Microsquirt. He was talking about the high-power wires, but I suspect the statements are valid for all grounds.

"It is important to run all three wires because it will reduce both the resistance and the overall ...

Kyle's videos are here: http://1320video.com/msmeet2010.php

Your original post asked about the the vacuum reference to the fuel pressure regulator. With your ITBs and high-overlap cams, your vacuum signal will likely be erratic, but I'll bet it will flucuate faster than the regulator can respond, so the regulator will likely put out even pressures based on ...

Why do all that typing when it is available in a post by CRenner "fixitagaintony" in the predecessor thread to this one? He posts two ZIP files. In "mafsensors.zip" is a file "maf_summary_March_09.xls" that has the full data for volts vs airflow for the ford default.

http://www.msefi.com/download ...

Look here for MAFFACTOR.inc

download/file.php?id=10335

Ran across the PWC writeups tonight and read thru them all. Interesting developments that I was not aware of. I do not find reference to the PWC in the Megamanual, so I wonder if it is finished and is offered by B&G for sale?

Anyway, near the bottom of "Wiring and Installation" is this paragraph ...

Check #17 in the V3 Troubleshooting section It describes your problem and its cause.

http://www.megamanual.com/ms2/V3trouble.htm

Admiral:

Your CIS system was plumbed from the pump thru its check valve to a system regulator (75 +/- psi) to the control pressure regulator (which was a controlled bleed to provide control pressure of about 35-45 psi) From the control pressure regulator, the bleed went back to the tank. The ...

Here is the writeup that provides more detail than I summarized above, describing the author's plan -- the same as your plan -- then what he found and how he fixed it.

http://forums.pelicanparts.com/showthre ... t=ignition

Brian

pw36889,

If you have a stock 911SC distributor, you have a VR, not a Hall sensor. It is a VR if you have the 6-pointed rotating star below the rotor.

Matt suggested locking the advance out which will allow you to control timing thru MS. But as the timing advances, the rotor's position will lag its ...

That COULD be OK, like Matt implies. If you haven't already done so, check the sealing between the engine sheetmetal and the surrounding engine compartment. If you have any openings that will let air be drawn from below the engine (exaust pipe area) into the engine compartment, your IAT -- and ...

Charles,

The Porsche 911 used K-Jet (CIS) thru 1983 then switched to Motronic. The Porsche fuel pump relay works "backwards" from the L-jet pictured in Peter's wiring diagram -- the relay is "at rest" and HAS power running thru the NC terminal to the fuel pump (which has a full-time ground). If the ...

Scott wrote: "I thought I read something about the fuel pump being activated by +, rather than ground signal "

and Charles responded: "You are correct about the high drive required to turn on the fuel pump if you use the existing relay set up. It can be implemented with an extra resistor and ...

Part of the initial report was: "The ide screw on the throttle body is all the way out."

If "ide" is "idle," as in idle air bypass, then wouldn't "all the way out" equal high idle? Could screwing the idle screw in be the simple solution?

Brian

Tom,

Digi-key comes to mind -- I bought some to replace the sensor in the 911 autoheat system in the heater valve. Did some basic research on the US Sensor site at:

http://www.ussensor.com/index.html

The tbitz MS system uses thermistors from US Sensor for the coolant signal. He puts a bare ...

A relay would work, for sure. But a circuit would be more elegant -- and sometimes that counts.

The OEM control wire I speak of comes from the fuel pump relay terminal 85. When you ground that terminal, it shuts the fuel pump off. So the circuit would not be handling fuel pump loads.

I hear tell ...

For installation of an MS, I need to reverse the fuel pump control signal that MS puts out. MS grounds a signal to command the fuel pump to run. My car's fuel pump circuit -- at the particular control wire that I want to use -- requires an open circuit to run the pump with a ground to shut the pump ...

Within this thread I believe it says 5v or 12v, depending on the output level you want: http://www.microsquirt.com/viewtopic.php?f=87&t=22790

But check the datasheet for your sensor -- it may restrict the voltage you use. And the datasheet will likely tell you how to wire it up.

Brian

Matt,

Thanks -- the info I was seeking was the number and size of the ground wires between engine and battery. Multiple wires (like Bruce suggests) and big enough to keep the resistance down over the 16' run.

Brian