At the time of the flooding incident, there was a loose ground at the front-passenger side of the engine -- 3 black wires hooked to a non-factory O-connector. (I noticed it prior to the flooding, but didn't think anything of it at the time!) I didn't trace it back to see *which* ground it was, but that would seem to be the most likely culprit.
Next step is to tune, as the car still falls flat at WOT, but no luck yet getting DataLogLab talking with the Link ECU. I'm thinking that since the keypad won't show digits, there's still something flaky in the cable or the new connector. (Prior to teardown, I had to wiggle the cable near the keypad to get it to work, but it did work if I got it positioned just right.) Can't say for sure that the cable/connector is the problem, as I was trying to connect using a Windows 7 laptop and a USB-serial convertor -- too many unknown-if-it-works variables. Will try using an old WinXP laptop with a real serial port that was known to work previously. On Mon, Nov 22, 2010 at 1:48 PM, Henry R. Payne <[email protected]>wrote: > > > As you’ve pointed out, the development of NA engines does have a lot of > info – street cars bolt on FI & race guys keep what they learn to > themselves. > > > > You pointed out something We keep daydreaming about - showing up at the > track with a boosted Miata and watching jaws drop. Stupid rules! Some > consequences of class rule restrictions are things like a “square” cam – one > with a F-Production limited .390 lift but a ton of duration. Won’t idle > below 3 grand but sounds pretty awesome at 8500. > > > > Doing things this way costs a ton of money & at the end of the day we are > happy to get 170 HP with an engine you couldn’t drive on the street. > > > > On Jerry’s car – all grounds appear to be good. Four wires under hood > going to ground at frame and engine. The wiring at the ecu to harness > connection is pretty hokey. Have to take a closer look there. At this > time, without no keypad or PC hooked up to it, the car cranks, fires > immediately & runs. We have now installed the 550 RC’s since Jerry pointed > out the original mapping was done for that size injector. > > > > Henry > > > > Henry R. Payne > > > > *Sports Cars Etc* > > *7009 Hwy 29 North* > > *Pelzer, SC 29669* > > *[email protected]* > > *(864) 947-9989 - Shop* > > *(864) 947.9392 - FAX* > > * * > > > > > > > > *From:* Bill Cardell [mailto:[email protected]] > *Sent:* Monday, November 22, 2010 12:52 PM > *To:* Henry R. Payne; Ray; Jerry Malsam; [email protected] > *Subject:* RE: It's ALIVE (sort of) > > > > I'm still voting for ground issues. On the AFR, Miatas seem to have a huge > sweet spot where it doesn't really make much difference on a normally > aspirated car. On EGT, we honestly haven't spent much time on the na cars. > Too easy to bolt on FI ;-) > > > > Bill Cardell > TurboDog's Dad > www.flyinmiata.com > www.fmwestfield.com > Sales 1-800-359-6957 > Tech 970-464-5600 Before you call, check out > http://www.flyinmiata.com/FAQ/ > > > > > ------------------------------ > > *From:* Henry R. Payne [mailto:[email protected]] > *Sent:* Monday, November 22, 2010 6:49 AM > *To:* 'Ray'; Bill Cardell; 'Jerry Malsam'; [email protected] > *Subject:* RE: It's ALIVE (sort of) > > The system was working earlier, no fuel pump bypass has been done. On that > note, even if the pump cycles up and turns off, the purpose is to pressurize > the system. Therefore it would seem that even if the pump is off, an open > injector will bleed fuel into the motor until the pressure was relieved. > > > > In this case, the pump had to be on, or at least cycle, as the amount of > fuel (the intake manifold was literally full of gas as was cylinder 3) was > over a gallon, as Jerry had noted earlier. > > > > At this point, looking at getting into the Link which hasn’t cooperated and > checking ecu grounds. The box has been in and out of the car several times > and something may have been left off. > > > > On the earlier problem, for which Bill suggested the * on the idle. > Couldn’t see what was actually there since neither keypad or PC connection > was working, so we presumed the * was present, and went directly to > adjusting the TPS, which solved the fuel cut off idle issue. Really good > tip. To answer Ray’s earlier question, we have not been able to do any > datalogging at this time. > > > > Bill, on a different note altogether, one of our race cars is a 95 1.8 NA > with a mild blue print assembly –engine built for SCCA ITA rules. Ongoing > discussion as to what AFR produces best power. This car has a DIY > MegaSquirt. A corollary to this, is what EGT’s should we see with a > properly tuned engine? > > > > Thanks for the help. > > > > Henry > > > > Henry R. Payne > > > > *Sports Cars Etc* > > *7009 Hwy 29 North* > > *Pelzer, SC 29669* > > *[email protected]* > > *(864) 947-9989 - Shop* > > *(864) 947.9392 - FAX* > > * * > > > > > > > > *From:* Ray [mailto:[email protected]] > *Sent:* Saturday, November 20, 2010 7:28 PM > *To:* Bill Cardell; Jerry Malsam; [email protected] > *Cc:* [email protected] > *Subject:* Re: It's ALIVE (sort of) > > > > It sounds like the fuel pump control has been bypassed to keep the pump > running whenever the key is on. Normally all Link ECUs kill the fuel pump > after 2-3 seconds of the engine not running (same as the OEM ECU). > > > > > > ----- Original Message ----- > > *From:* Bill Cardell <[email protected]> > > *To:* Jerry Malsam <[email protected]> ; [email protected] > > *Cc:* [email protected] > > *Sent:* Saturday, November 20, 2010 1:22 PM > > *Subject:* RE: It's ALIVE (sort of) > > > > Loss of the ecu signal ground will cause the injectors to stay open, IIRC. > > > > Bill Cardell > TurboDog's Dad > Flyin' Miata > 1-800-359-6967 (sales) > 970-464-5600 (tech support) > www.flyinmiata.com > www.fmwestfield.com > > > > > ------------------------------ > > *From:* [email protected] [mailto: > [email protected]] *On Behalf Of *Jerry Malsam > *Sent:* Saturday, November 20, 2010 1:27 PM > *To:* [email protected] > *Cc:* [email protected] > *Subject:* Re: It's ALIVE (sort of) > > Bill had it -- the TPS needed adjustment, per the FM2 manual. Solved that > problem. > > > > Got a stickier problem now, and my Google fu is failing, but I was pretty > sure this had been discussed: > > > > Since the Link was tuned for 550cc injectors, and the car is now running > stock '99 injectors, the engine falls flat on its face at WOT, so I hooked > up a laptop to retune fuel. The ignition was in the ON position for a few > minutes to supply power to the ECU while I messed with laptop's COM ports, > trying to connect. Then I heard liquid dripping onto the concrete from the > engine bay. For some reason the injectors had stuck open and the powered > fuel pump had filled the cylinders and intake with fuel -- gas was dripping > out the air filter! > > > > So we got all the fuel (about a gallon!) drained out from places it > shouldn't be, and the engine should be safe in that regard, but why would > the injectors stick open? I hadn't changed any ECU settings, and the car has > been left ON previously without incident. > > > > (FWIW, we're putting the RC 550cc injectors back in; I'm thinking the car > should run okay on them without much of any retuning since we're staying > boost-free for a while.) > > On Wed, Nov 17, 2010 at 7:47 PM, Ray <[email protected]> wrote: > > If that doesn't do it, can you collect datalogs? > > ----- Original Message ----- > > *From:* Bill Cardell <[email protected]> > > *To:* Jerry Malsam <[email protected]> ; [email protected] > > *Cc:* [email protected] > > *Sent:* Wednesday, November 17, 2010 11:05 AM > > *Subject:* RE: It's ALIVE (sort of) > > > > Check your idle switch setting. Asterisk in the idle window should be on at > idle, should go away as soon as you touch the throttle. My guess is the > switch is still closed when you have the throttle slightly opened. > > > > Bill Cardell > TurboDog's Dad > Flyin' Miata > 1-800-359-6967 (sales) > 970-464-5600 (tech support) > www.flyinmiata.com > www.fmwestfield.com > > > > > ------------------------------ > > *From:* [email protected] [mailto: > [email protected]] *On Behalf Of *Jerry Malsam > *Sent:* Wednesday, November 17, 2010 9:28 AM > *To:* [email protected] > *Cc:* [email protected] > *Subject:* It's ALIVE (sort of) > > My project Miata is running, though not yet in it's full glory. We're > running it normally aspirated for the first 500 miles just to break in the > motor before strapping on the turbo. > > > > We're having some problems with an apparent fuel-cut under part-throttle, > low load conditions. The cut-out cycles about once per second. No stumble, > no missing, just a clean cutoff, then as rpm drops it comes back on. The > WBO2 gauge shows full lean when this happens. (WBO2 not connected to the > Link ECU at this point.) > > > > The current setup is a built '97 bottom end with a '99 head, running stock > injectors, naturally aspirated for now. ECU is a Link from a year 2000-era > FM2 kit, using a MAP sensor. > > > > Any ideas as to what could be causing this fuel cut? Doesn't sound like a > fuel pressure issue. I can't think of anything within the Link that would > cut fuel like that. > > > > I'll have some time to play with it this weekend (I'm out of town until > Friday), but for now I'd like to give my mechanic (Henry Payne, CCed) some > things to check. > > > > Thanks, guys! > > > > --Jerry > ------------------------------ > > _______________________________________________ > Miatapower mailing list > [email protected] > http://list.miatapower.net/cgi-bin/mailman/listinfo/miatapower > > > _______________________________________________ > Miatapower mailing list > [email protected] > http://list.miatapower.net/cgi-bin/mailman/listinfo/miatapower > > > > > -- > Jerry Malsam > Legend Consulting > mobile: 864-386-1130 > e-mail: [email protected] > ------------------------------ > > _______________________________________________ > Miatapower mailing list > [email protected] > http://list.miatapower.net/cgi-bin/mailman/listinfo/miatapower > > -- Jerry Malsam Legend Consulting mobile: 864-386-1130 e-mail: [email protected]
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