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Ok then, and when you wire two channels to one injector do you need to place a diode on the channels ? Because I think I would have to do that for the spark eventually.

But as you said, its better if I sort out the configuration first.

No need for diodes on the injectors. Someone on here has already tested the method of combining the injector outputs.

I don't think that you need them on the coil either. In fact, if you have the coil working OK then no need to change it.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

I was just thinking about that for the spark because with the type of coil pack I'm using, since it only consists of two coils, the same coil must be firing twice consecutively.

It is designed to do just that.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

I think I have figured out why I'm lacking so much power. I noticed that I have a lost sync count of 1.

I'm running a 36-1 trigger wheel on the crank and 1 tooth cam wheel. Both sensors are VR. Lost Sync Reason:2 ... So I guess the ECU is not identifying the cam wheel.

Any ideas what i should do ? I followed the ms3 hardware manual so far. Removed the JP7 jumper and turned R11 and R32 seven and a half turns anti-clockwise

have a look in the tooth logger to confirm there are separate traces for both the crank sensor and cam sensor.
Have you configured for dual wheel mode in Ignition Options and selected the right input? Assume you're using the MS3X cam input?

If the Lost Sync Count is only 1, then there is not a lot wrong.

It's a good idea to turn on Noise Filtering.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Good news :)) Today I started out by tweeking a bit the ignition configuration and also changed the spark output from A and C to A and B.

After such changes the engine run quite well I guess. Unfortunately up till now I only have one wideband on the outer two cylinders. And I could notice that at times the engine is running quite good but I have an issue which I haven't yet solved.

When the engine is idling and the AFR is around 13, and I press slightly on the throttle, the outer two cylinders run very lean (about 20) and the engine sounds as if it is working on the inner two pistons. Then if I stay at that same TPS, after a split second the engine runs back at four pistons and the AFR settles to 13 as it should. I tried to resolve this issue by enabling the acceleration enrichment and I guess it helped slightly, but still not to my expectations.

By the way, the cam signal is now reading.

These are the crank and cam signal

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Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Yes I tried playing around slightly with the VE table.

With regards to the basic fuel distribution I guess I'm on the right track. Are there any other settings which I'm missing ?

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Regarding ignition timing I have used channels A and B and set as per attachment. However I have not yet altered much in the ignition table.

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Edited by Barrieri on 28th Mar, 2016.

Oh sorry you meant injection timing, I misread it. To be honest I'm not very sure of what it is all about. Currently the table is as per attachment.

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Do you think I should vary the injection table to account for the tip-in problem ?

Do you think I should vary the injection timing table to account for the tip-in problem ?

Edited by Barrieri on 28th Mar, 2016.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

I have read this quite a long time ago, but as you said its best to do some good reading on the matter to make things clearer. Thanks again mate :)

I was reading through your article Paul and noticed this "The cam sensor ensures that the ECU knows when No. 1 cylinder is on it’s inlet stroke, rather than the power stroke." I've set my cam sensor in line with the cam tooth when cylinder 1 is at compression TDC. I read it from the ms3x hardware manual. Do I need to change it to piston 1 intake TDC instead of compression ?

No, if the cam sensor is set as the MS manual, then it will be fine.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Ok then

It is set such that the cam sensor is in front of the cam tooth when both valves of piston 1 are closed

Unless they have changed the manual since I set mine up, it used to say cam trigger should be approx 120 BTDC (assuming a crank wheel missing tooth 90 BTDC).

So composite log should look more like this (this is mine).



The cam trigger being three teeth (approx) before the crank missing tooth, obviously once every other engine revolution and ideally on No1 compression stroke (to keep the injector wiring in numerical order).

Schrödinger's cat - so which one am I ???

Regarding what you're saying I have a slight misunderstanding I guess... When I was setting my crank trigger wheel which is a 36-1, the procedure used was to put the 1st piston in compression TDC and from the first tooth (engine rotating in clockwise) I placed the crank sensor on the 10th tooth (counting anticlockwise). Which implies that there is 90deg from the first tooth to the crank sensor. However when then I was configuring the megasquirt ignition setup, I had to assign 270deg instead of 90deg.

Attached is the procedure adopted

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