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

Heat soak is, for me, a massive problem with the IAT sitting in the throttle body. Once the car has sat at lights for more than 30 seconds I don't ever see temps <35c until the engine has cooled. I'm fairly sure the actual air temp is lower for reasons I'll explain in a minute (comes through an over ...

This would actually be quite an interesting project. Develop a logging box with a timing wheel pickup, spark output pickup and MAP pickup that basically just logs existing spark tables. It's the one side of my tuning that I find rather tough to achieve on road alone and there's dozens of timing maps ...

The manual shows what seems to be a 12t, regular spaced crank wheel and a 3t cam wheel which has essentially a pair opposite each other and a sort of sync tooth near one of the two. I've not seen the real part yet though. Having spent months trying to nail the 24-2, 2*12-1 on my 3s-GTE I'm feeling ...

Hmm that doesnt sound promising, will ask around there and see then! May end up having to modify but was hoping to keep it stock in case other future solutions are required.

I have one, I need to MS it ASAP for a mate...

I'm trying to decide a) whether to go down the MSII route or stick MSI, b) whether to run with COP or to simplify life and run single coil or at most wasted spark and c) wondering whether anyone has interfaced with the curious cam/crank sensor ...

Realistically, with a MS, I have no way of tweaking th per-cyl mixture anyway and the extra mass of the fuel could cause distribution to be leaner to the cyl closest to the intake, I suppose. Port injection would be the best alternative (there are 1 or 2 mono point injection systems still available ...

Assuming your rails/pump can maintain the pressure with twice the number of injectors firing (would only be a problem beyond 450cc/min total delivery, if at all), yes theoretically.

Further to my other thread, fuel distribution problems arose as a possible problem with a DIY TBI. Can anyone quantify this? How much worse is the fuel distribution likely to be between these two systems:
1) Fuel injected behind the throttle using between 1 and 4 port injectors in a specially made ...

One issue that can come up is that the prime pulse occurs with no pressure, and no fuel is injected.

Priming pulse isnt designed to inject fuel, its designed to purge air from the system?

Fair points Matt, I've been looking in more detail at the honda CBR600 setup, they seem to have primary throttle injection followed by secondary port injection :?, presumably to deliver the rest of the fuel and trim the cyls individually, presumably both will be relatively small flow rates too ...

Closed loop works all the time, not just when warm - that's why you have temperature settings on it for cold (choose a temp as low as you expect to see ever) and hot (choose something just below your normal operating temp as anything past this will maintain the same hot DC). It uses the two temps ...

Sorry, vital info missing here :D

4cyl, 4 stroke, MS1-hires, not sure of max RPM but I'm starting to assume that in order to reach the powers it is hoping for, a single injector would need to be pretty large and so wouldnt deal with idling properly. Large, fast injectors tend to be uber-expensive ...

Looking at a new project - a 600cc, old bike engine - removing the carb from a bike engine and replacing it with injection of some sort. Currently it has a short set of runners and a plenum, a cack carb stuck on it - that is all. I'm torn between picking up some bike injectors and doing multipoint ...

More modern injectors provide better atomisation of the fuel which will affect the combustion in a positive way. However I'm not sure whether the price of more modern injectors would be recovered by fuel-economy increases unless you intend to drive long distances with it - if its a daily driver I'd ...

Found out its a 2x3 bank firer, just for the archives.

Can anyone tell me if the ~'91 535i (straight 6) will be squential or batch/bank fire?

I'm running non-modified teeth with two vr conditioners and its, in all honesty, a pain in the arse. Just cant set the two conditioners right. Almost had it right out of the box but adjusted it to get it perfect and now it falls over at 6000rpm and idle.. Wish i hadnt. Considering going back to fuel ...

Has anyone got an optical crank encoder working? Just curious - you could use a beam-interrupter setup to provide a nice clean digital signal with as many 'teeth' as you wanted within reason. The only issues i can see are dirt and maybe the wheel being brittle?

Just a top of the head thought ...