Why NOT Microsquirt??

In reply to Paul_VR6:

http://corporate.ford.com/ListJobs/All/Search/Ford-Department/Product-Development/Ford-Experience/Experienced-Professional

I'm sure suppliers like Continental and Delphi have career links on their home page. Just as GM does, too. And Bosch etc.

The big programs that are building fast are the autonomous and connected vehicles.

But you do have to move to SE Michigan....

I traded a miata away for a Microsquirted Porsche 924 and just started messing with it tonight (it doesnt run). Never looked at tunerstudio before tonight either.

I didn't look much into Microsquirt before acquiring this car but from what i've seen it's probably the simplest way to get an MS setup up and running.

But that's all theoretical in my case since even with the install out of the way, my car still doesn't run.

alfadriver wrote: In reply to Paul_VR6: But you do have to move to SE Michigan....

Nothing for badass tuner dude at the moment. That and relocation.

Vigo wrote: I traded a miata away for a Microsquirted Porsche 924 and just started messing with it tonight (it doesnt run). Never looked at tunerstudio before tonight either. I didn't look much into Microsquirt before acquiring this car but from what i've seen it's probably the simplest way to get an MS setup up and running. But that's all theoretical in my case since even with the install out of the way, my car still doesn't run.

Did it ever run on the MicroSquirt?

If not, then you get to setup/verify the base parameters for fuel and start settings and possibly experiment with those settings to get it started and idling.

Unfortunately, starting and idling are some of the more difficult settings to get setup and they are the ones you have to get setup first.

It did run. It currently detects rpm and has injector pulse and some sort of spark which might not be correct. I cant identify my fuel injectors through google apparently. It's running wasted spark through a quadspark module thing. I think i have a combination of issues currently including fuel pressure varying by 20psi throughout my time working on the car, not knowing my injector flowrate, not having a functional TPS reading, probably other things i havent noticed yet.

Hey, how hard would it be to run a v8? Like a 1uzfe...

Paul_VR6 wrote:

alfadriver wrote: In reply to Paul_VR6: But you do have to move to SE Michigan....

Nothing for badass tuner dude at the moment. That and relocation.

Other than the relocation issue- what's your background? My section has openings that will be going public any day now for two calibrators. Although industry experience is kind of needed, as is an engineering degree.

In reply to Trackmouse:

More than likely, yes. It will be batch fire as you'll have to split the injectors into two banks.

So look at the firing order and wire the injectors up with each bank firing opposite of each other.

Either keep the stock ignition or determine how to setup a wasted spark solution.

The MSExtra.com manuals will help quite a bit.

In reply to Vigo:

I'd start with the fuel pressure since the stock wiring is prone to be kinda poor on those cars, check the ground between the rear taillights for the fuel pump and verify the fuel pump fuse is not corroded and the ground blooms on the firewall are clean and tight.

You can bypass the stock fuel relay for testing with a jumper lead in the relay slot.

Once you get solid fuel pressure, you can work out how they did the TPS solution as there aren't any direct fit throttle bodies with TPS for those cars, so it was likely some sort of adaptation.

You don't have to have a tps for speed density.

bentwrench wrote: You don't have to have a tps for speed density.

It's not necessary, but it can be handy for things like being able to do accel enrichment based on throttle position and not just MAP change.

alfadriver wrote:

Paul_VR6 wrote:

alfadriver wrote: In reply to Paul_VR6: But you do have to move to SE Michigan....

Nothing for badass tuner dude at the moment. That and relocation.

Other than the relocation issue- what's your background? My section has openings that will be going public any day now for two calibrators. Although industry experience is kind of needed, as is an engineering degree.

BSEE 15 years doing all sorts of things from manufacturing controls, process engineering, process development, new product development and new business development. Been doing cars a long time and supporting the MS community since ~2002. I have tuned almost every standalone engine management system out there, including a few factory ones. Everything from single cyls to 12, from cars to boats to a plane(!). Power from fractional horse to "can't measure it easily."

All the jobs that sound cool are pretty entry level unfortunately.

In reply to Paul_VR6:

No, you don't qualify for entry level jobs. Those are reserved for recent college grads. All the rest are standing jobs for experienced people.

For the jobs in my section, for instance, it's replacing a 20 year veteran and a 5 year guy who got a promotion. AND you would have to jump in with both feet running.

If you are really interested, shoot me a message privately. I'll make sure you get the job postings.

Paul_VR6 wrote:

alfadriver wrote:

Paul_VR6 wrote:

alfadriver wrote: In reply to Paul_VR6: But you do have to move to SE Michigan....

Nothing for badass tuner dude at the moment. That and relocation.

Other than the relocation issue- what's your background? My section has openings that will be going public any day now for two calibrators. Although industry experience is kind of needed, as is an engineering degree.

BSEE 15 years doing all sorts of things from manufacturing controls, process engineering, process development, new product development and new business development. Been doing cars a long time and supporting the MS community since ~2002. I have tuned almost every standalone engine management system out there, including a few factory ones. Everything from single cyls to 12, from cars to boats to a plane(!). Power from fractional horse to "can't measure it easily." All the jobs that sound cool are pretty entry level unfortunately.

Paul, If it means anything, people like you are one of the reasons this board is so great. A total wealth of knowledge. I dont have a job for you bit really appreciate the knowledge.

Thanks!

Also, winter plans to microsquirt a 2v 4.6 with ls coils, so I am sucking up now with assumptions of stupid questions in the future...

alfadriver wrote: Huge for a coil pack V8, but other than really good emissions, I'm actually not 100% on SEFI.

I did back to back testing on our shop's turbo Buick and the difference between batch fire and sequential at idle/low load was phenomenal. So big that I'm thinking of finally biting the bullet and converting my car to crank trigger so I can run sequential.

Mind you, the main reason I prefer distributor/batch is the ability to bump start the car. It doesn't need to see up to a full revolution for the home reference, it just needs to cross one pulse. Although I do understand that there is a way to get that with a trigger wheel, need to do more research.

Sequential does have an advantage under low air flow conditions, especially at low rpm. The size of this advantage will vary depending on the engine, intake manifold design, etc. Once you're at higher rpm and on the throttle enough, it shouldn't matter.

So for an all out race motor, I'd use whichever is easier. For something street driven, sequential is nice.

One of my friends found 50hp on a built LT1 just by playing with injector endpoint time. There's power in sequential, too.

You have to figure that the fuel has mass, and when you spray it across the port you are disrupting the flow. It's like the air doors that some buildings have where they keep the hot air inside just by flowing air directly down through the doorjamb... and you have one of those in every one of your intake ports.

This is why, incidentally, I insist on retaining the injector aspirator/cup things that RX-7s have. The injector sprays at it instead of across the whole port, and atomization gets maintained by the aspiration nozzle that a lot of people who don't know better will cap off because they were frightened by a vacuum hose once. I care enough about it that when I put a Racing Beat Holley manifold on my engine, I added a vacuum nipple and drilled/ground out a passage so the injector aspirators will still function as intended.

In reply to Knurled:

Thing is, a good batch can be timed, too. As long as there is more than one injection per cycle, the OVI advantage can be found

It is my understanding that the benefit is not about when the fuel is being injected, it is about when the fuel is NOT being injected. And for that, you need sequential.

With sequential and a short runner/large plenum manifold (such as what a Buick V6 has, and come to think of it the LT1) the benefits are HUGE.

When I had the Buick running on batch fire, I thought it had a dead miss or two, like I'd miswired a couple of the injectors. That's how poorly it was running. I was pulling hair out over it. Click click, change it from distributor/HEI mode to trigger wheel mode to unlock sequential injection, and it was smooth like stock, on the same fuel map.

This is NOT on a wild engine. Small cam, OE iron heads, small stock appearing turbo, still has the restrictive Buick turbo outlet. Idle dead smooth at 800rpm.

On the OTHER hand, with a very conservative 80% tune, the car's owner drove it and commented that it felt WAY stronger than he was used to, with a well-known "name"s chip in the OE computer. He never got into boost on my recommendation (had some questions re: knock sensing that I have not had time to address) but the throttle response and off-boost drivability was so different to him that he would back off, slow down, and try it again.

I still have the MAF in the intake tract, incidentally. Powertrain is entirely the way he was used to except for the device controlling the fuel and spark...

And Knurled's heart grew three sizes that day.

In reply to Knurled:

good timed batch doesn't mean ovi either.

Edit. I need to preface that. Only two injectors per bank. So the modified MqS that has 4 drivers for a v8

alfadriver wrote:

Strike_Zero wrote: Here's the comparo link. Mircosquirt would do just about everything needed for the Challenge Roach except fit in the budget. I would attempt assembly, but my luck has been pretty sucky lately . . .

that's great info! Although I thought that the MqS didn't have idle speed control- that chart suggests that it does. I'm also interested in the $250 board idea. Well... somewhat. Getting the module plus he plug and pins- one could modify the production harness to work. I saw on ebay you could get the connector plus pins for a good cost.

I rolled my own using the plug from a dme for my 924s. It used all of the factory wiring. I added a cam fired home brew EDIS system to get around the factory speed and refrenc sensors. The install and making up hardware was easy. The years of research to figure out the parameters of all the sensors took alot of time. But fired first try.