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Now running on sequential port injection

The old ecu was removed, the ends all chopped off the loom and new ends fitted to suit the new dta plugs, all the carb stuff was removed, the throttle bodies built back up on the manifold, the tps rewired and the throttle bracket further modified.
I made up a cam sensor using the guts of a dizzy, an old wheel speed sensor from my xe track mini and some scrap alloy. Fortunatly it all worked when tested I then added extra wires for the additional injector drivers and rewired all that lot, also adding wiring for the cam sensor.The old ecu was removed and the new one fitted under the dash in a home made bracket as it was too big to go anywhere else. I was then able to use the DTA diagnostic software toconfirm the cranking was ok and finally, after a bit of rewiring at the ecu end the cam sensor was picked up and its position in relaion to tdc on number 1 confirmed.

and i'm happy to say it fired up on the second attempt! and boy did it sound more purposeful, maybe this is the different timing its on (im using my 8 port map as a starter) or its the new injection regime suiting it more

This afternoon i was able to spend some more time tweaking the idle, adjusting the base timing (so the ignition map timing and timing light timing agree), so i think the next thing is to do some road driving and use the lambda and fuel correction facilities on the ecu to get the fuel there or thereabouts (hopefully)

witchcraft

that's all it is...

witchcraft......

I'm a technophobe too bur fair play for getting stuck in to this sort of stuff!

Witchcraft indeed, well it'll certainly be magic if it works

I should have added this is the previous post, last run out for the weber???

https://www.youtube.com/watch?v=_rEpEDZ6qYg&t=322s

I suppose that'll depend on it not dropping onto 2 cylinders at about 5,500/6000 at full throttle

JohnA wrote:I suppose that'll depend on it not dropping onto 2 cylinders at about 5,500/6000 at full throttle

Which two and why John?

Either of the cylinders fed by each injector, it is random
Modified engines especially with longer cam duration and higher revs require more fuel
The problem is one injector feeding a siamese port can't meet the requirements of both cylinders
Fuelling can only be increased by injectior size,duration and fuel pressure
As the requirements change with engine speed and load the ECU Increases the fuel but the time to this decreases to the point where all the fuel is robbed by one cylinder
A few tuning companies have tried to do this but I don't think any have been really successful building engines with any significant power
I loaned an Mpi manifold to a gentleman who has dyno and writes books on engine management
He seemed quite confident he could sort the problem
After 3 months it was returned to me, he hadn't been successful
Wet manifold systems seem to work quite well

it'll be 2 and 3 with mine if it does that, the ida manifold is a bit of an oddity in that it biases towards the outer cylinders and these are the ones that are always reported to run lean.
I do have the ability within the ecu to trim the fuel amount per cylinder and individually alter the timing of the injection event to each cylinder both in overall timing and in the injection period before tdc, this has been proven by others to reduce the robbing effect.
With each injector firing twice as often as normal i may have to go up in injector size to keep the duty cycle down and get that slug of fuel in but i've got a few sizes here to try.

I'm not expecting miracles at the dyno on friday, I think it will need several goes to optimise and I'm not sure Jonathon has the a series experience?

As long as we get 75% of the way there i'll be happy, its already not far off the weber performance after 1 evening of mapping on the road.

Hope Friday is successful
I don't really know much about Jonathan

when you had the dyno you were a wizz at the old school stuff, JDM's the opposite, well into ecu's and mapping.
we're getting the vtec mini and mine mapped, so should be a fun afternoon.

Still got the dyno,( for personal use only since l retired )just bought a Sun analyser similar to the one I had before it finally died from a training college and it's almost as new, they're great for the older stuff
I did quite a few Mpis some with mappable ECUs learned a few tweaks
Swifty use to recommend me to his customers with MPIs that lived up North

Not long back from the Dyno, knackered!!

Not the best day ever as the fuel pump or regulator has shit itself meaning tuning came to a halt at 100lbft and bhp, circa 5000 rpm ish.

another beautiful sunny day in cumbria but we spent most of it in a dyno cell.

my car pulled 117bhp / 107 lbft

brothers mini 191 / 152.

Should be ok for Harewood then?

not a chance John, way too busy, so many minis, so little time!

Theres a big list of things to sort out on the vtec, my green 8 port is sitting neglected as I've been concentrating on the yellow one, Chris's 8 port needs the car rebuild finished, its only been painted for coming on two years...plus the vauxhall mini still needs sorting after its test run at Blyton Action Day 1.

Next jobs on the Britax will be additional lambda bosses to enable us to measure the afr's between the inner and outer cylinders and tweaks on the back of that to the injector timings and durations.

*edited to add, I'm away to Scotland for the Thistle Run on the 3rd so wont even be spectating at Harewood*

5 Port A series
https://www.youtube.com/watch?v=WYiNOAEn96Q&t=3s

Vtec.
https://www.youtube.com/watch?v=eQ83zgbyTyU

Small update, injection tweaking still continues.
Since Blyton I've added dual lambda's into the LCB so I can monitor the air fuel ratio in the pairs of cylinders, and the difference was huge, outers 9-10 (really, really rich), inners 14-15 (bit weak).

Tinkering with the timing of each squirt of fuel and the percentage of each is slowly bringing them back together.
Buts its a case of minor tweak, drive and test, adjust, drive and test...

I've currently got injection pulse on 2 and 3 happening 5 deg's earlier, and 5% more fuel, next will be to back off the fuel to 1 and 4 by a similiar amount and see whats that like.

The fiddling continues!

Will it rev past 5,500 revs under full power ?
You didn't seem to rev it past that on the Blyton video

JohnA wrote:Will it rev past 5,500 revs under full power ?
You didn't seem to rev it past that on the Blyton video

Yep, the track wasnt long enough! it was only slowly wobbling out of the corners so only got towards top revs by the next corner, Chris did hit the rev limiter though (6800)

when you look at the dyno trace it went too rich above 5,500 (ish) but when its running way too rich on two cylinders at part throttle....well its not going to get any better by itself.

more annoying at the moment is the closed loop fueling isnt working properly.

Edited to add. I knew i'd posted the dyno sheet somewhere. you can see the mixture goes rich after 6000

Since the last update I've been to more Classic Car shows in the area, the car always gets plenty of attention!
At the beginning of June while many were at Harewood I went up to Glasgow to take part in the Thistle Run from Calderglen to Troon.
Its the first time for this car on the run so it got plenty of inspections during the day! When we got to Troon and got parked up Sardine style the judging took place and I was lucky enough to win the prize for 'most eye catching exterior' The prize was a nice selection box of Dodo Juice products which I'm experimenting with.
Unfortunately as we set off to leave the car cut out seconds after starting. Repeated attempts failed, it wasnt even firing, we pulled a plug off and checked for a spark, put the lead back on and still nothing? then a spectator said 'you've got petrol dripping out the back....'
Into the boot and i saw that the main fuel outlet pipe had come off the tank, this is the VERY high pressure line...so i set to emptying the boot of tools and whatnot.
The carpet was floating..
So a boot full of petrol to mop up and rapidly running out of rags i looked around for an alternative, SAND!, we're at the beach..PERFECT!
So my brother climbed over the wall to the beach, while my friend and her daughter carried mugs of sand across the esplanade to me, I started to pile it up and absorb the spillage on the ground and also filled the boot with it to soak the lake in there up..
It works great we then borrowed a council wheelie bin to dispose of all the contaminated sand and carpets etc, popped the pipe back on, put my Jerry cans worth of fuel in as it was now empty, bootboard etc back in and off we went home We took the A713 and 712 southwards back down to Dumfries and home. I have to say these were some of the best roads of the day, highly recommended in a mini Fast forward to yesterday and we were at the Lakes Classic Car Show in Grasmere getting absolutely baked in the glorious sunshine. If i had a pound for every photograph taken of my car.... One of the many, many people I spoke to during the day introduced himself as Roland from Sweden with the usual 'Do you race it? question.
He then proceeded to tell me how he had bought two of the original Britax race cars off John Cooper and exported them to Sweden. Cooper had wanted £1500 each but Roland and his friend offered £1500 for the pair, JC rang him in Sweden and said ' yours was the cheekiest offer we had, and we've decided to accept it'! The cars were raced in group 2 I think he said?, 1 was destroyed and the other sold back to the UK to someone at Downton, when prompted he recalled Barry Hawkins. He also recalled visiting Jim Whitehouse at Arden Engineering and what an 'interesting' character he was

I was pretty gobsmacked to be honest!