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Moe

TSSC Member
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About Moe

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  • Gender
    Male
  • Location
    Bangor, N.Ireland
  • Cars Owned
    1980 Triumph Spitfire 1500

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  1. Moe

    6 cyl micro squirt

    I ran my 1500 with just the ignition side of Megasquirt along with a Ford EDIS ignition system and the original SU carbs for well over a year before adding the injection parts. Made a big difference to the performance of the car, probably more than adding the injection. It is also easier to change one bit at a time in terms of fault finding it.
  2. Hi Roger, I checked my setup and I have injector 1&4 on one driver and 2&3 on the other. I am not running a cam sensor either so our setups should be very similar. Can't seem to paste in a pic of my injector setup so here it is just typed Control Algorithm Speed density Squirts per engine cycle 2 Injector staging Alternating Engine stroke four stroke Cylinders 4 injector port type Port injection number of injectors 4 You could try these settings, maybe you are getting some sort of charge robbing going on with your injector pairing and staging setup. You could also try pulling the pump fuse and run the injector test in tunerstudio and check the injectors are buzzing, prob best with one connected at a time. Moe.
  3. Hi Roger, I will try and check my setup this evening as I am running throttle bodies like yourself on my Spitfire. Are you running a cam sensor as well as a crank sensor? I think from memory I have 1&4 on one injector driver and 2&3 on the other but would need to check as it was 2011 I wired it up.
  4. Never had any problems with heat around the TPS. It only for flood clearing and for logging in my setup. On a road car you want to use the MAP sensor for load rather than throttle position, using TPS for your load is really for track use or if you can't generate any vacuum for MAP sensor to read. A TPS designed for car use in the engine bay should be designed to automotive spec and handle the temperatures anyway. Sounds like you are drilling and tapping the manifolds then for vacuum takeoff. Or Is there somewhere on the bodies to connect the IAC to? Can't think of a reason you can't return to the bottom of the tank. My return goes back to the swirl pot and then the overflow from the swirl pot goes back to the blanked of pipe on the top of the tank. Moe
  5. I used the original fuel line as my return and have not had any problems with it. No need for a heat shield, although if you can direct cold air towards the intakes it would help. My fuel pressure regulator is mounted onto the bracket for my brake servo on the bulkhead, it is the shiny bit to the left of the rocker cover on the pic I posted earlier in the thread. Are there no vacuum connections on your throttle bodies? My Weber throttle bodies have a vacuum port just before where it connects to the inlet manifolds. You can see them connected up to the black vacuum manifold pipe. Moe.
  6. If your TPS signal is going the wrong way just swap the GND and +V round on the TPS and it will then go the right way.
  7. Roger, I had the same issue with the weber manifolds wouldn't fit over Bell manifold, I changed over to a Moss/TriumphTune one that has 2&3 coming over 1&4. The Moss one is no where near as well made as the Bell one, Moss one is a three piece and the first one I received wouldn't mate up to the head at all, the second one mated (just) but I had to cut one of the pipes to length going into the Y piece. But it works, and got a boss welded into it for lambda sensor. If you see the pic of my install earlier in this thread I have used a piece of 15mm copper pipe to make a vacuum manifold to connect the 4 inlets up to as well as the map sensor, fuel pressure reg, servo, IAC and the PCV valve. Moe.
  8. Interesting to see the different approaches people take when converting to efi. I have been running Megasquirt injection on my Spifire 1500 since 2011, lots of confused faces when people look under the bonnet, with a lot thinking it Weber carbs on first look. Running Megasquirt II on a V3 board, using Weber throttle bodies, Ford EDIS ignition, a Techedge Wideband Lambda and a swirl pot in the boot. Been very reliable apart from the low pressure facet fuel pump filling the swirl pot failing. Things still to do when my dodgy back gets a bit better, change over to the Extra firmware to get a tacho signal out and finally get rev counter going. Pic of the install hopefully attached! Moe
  9. I had a clunking from the back of my Spitfire going over bumps sometimes, turned out to be the top leaf of the spring had broke in two and was slapping against the underside of bodywork.
  10. Moe

    Servo's

    I agree that fitting a servo doesn't make your brakes better, just requires a bit less effort. Where I did find an advantage with the servo is if you drive modern (heavily servo assisted) cars normally and then jump into your Spitfire you don't scare yourself the first time you brake and think the brakes not working, and more even what I found got out of the Spitfire and back into the modern car you don't break your nose on the steering wheel the first time you brake as you jump on the pedal!
  11. Moe

    Herald with a twist

    Hi Andy, Just a few thoughts for you based on my experience with my injected Spitfire 1500. For the coolant temp sensor I took the water drain plug out of the side of the block and managed with an adaptor to fit sensor in there, gives reasonably sensible readings and saves you machining a head. You could buy a fully assembled Megasquirt ECU for around half the price you are quoting for the daughterboard for micra ECU. With the Megasquirt and a laptop you can tinker to your hearts content with fuel and ignition maps. It will also cope with supercharging. You could still raid a micra for the hardware and loom etc. Getting the crank position from a distributor is not as good as getting it from the crank itself. You can get scatter caused by wear and slap in the timing chain and distributor. I used a toothed wheel mounted on the back of the crank pulley. You may actually get a bit more power not so much from the injection part though the throttle body may be less restrictive than a carb, but more from being able to control the ignition advance more easily than using springs and weights. I ran the ignition part of the Megasquirt for over a year with the SU carbs while I figured out some of the injection bits and the difference it made was amazing! You can run so much more advance in places while keeping it sensible in others. Moe.
  12. Hi all, Last spring when getting my 1980 Spit 1500 out of the garage for the first time since winter. Car started, put into reverse, let the clutch out bit of a bang as the car moved off!!! Ever since on occasions when reversing and only reversing I get this repeated clunking noise as the car moves backwards. Haven't worked out if it every revolution of the wheels etc yet or where exactly it is coming from. Any thoughts on what I might have broke/damaged? I am thinking might have broke a tooth on part of the reverse gear or do you think it might be a gearbox mount or something? Any thoughts on stuff I can rule out before having to pull out and open the gearbox? Am I likely to see anything with the gearbox in the car taking the top cover off? It is an overdrive box which I don't think will help. Everything seems perfect in the forward gears, just hope no broken bits lurking in gearbox waiting to wreck it! Cheers. Moe.
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