ECO Mode

Testing and development of Megasquirt 3

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TurboVin7
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ECO Mode

Post by TurboVin7 »

I have built and installed two Megasquirt MS3 controllers for friends of mine. We all have 3.8 L V6 turbocharged Buick Grand Nationals. I have just purchased a MS3 for myself. I'm the type of person who likes to have the best of both worlds, in this case performance and fuel economy . I'm impressed with the performance and tuning capabilities of the Megasquirt ECU. What I would like to have is an ECO mode. I believe many modern cars switch off fuel injectors randomly during periods of lite cruse. This would add another great option and benefit for many users.

What do you think James?
MS2tester
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Re: ECO Mode

Post by MS2tester »

why not have a programmable output control a relay interrupting 12 volt feeds to 2 injectors
for example off above 1600 rpm and below 70 Kpa MAP
cruising conditions!
nathaninwa
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Re: ECO Mode

Post by nathaninwa »

In a system like this are the injectors that are only cut? I just worked with an ls3 that had the displacement on demand system and the intake lifters are cut out too, so no fuel or intake valve are used. I could see just cutting an injector would cause power loss from static compression and then introducing a full cylinder of air into the exhaust causing a lean condition fattening up the other injectors defeating the idea your trying accomplish

I guess you could learn open loop what the new afr is, you could afr table switch, but we're still fighting static conpression
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jsmcortina
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Re: ECO Mode

Post by jsmcortina »

It doesn't work.

Simply shutting off some injectors leaves the pumping losses in place and you don't gain any efficiency. Read up on and understand why displacement on demand works the way it does.

James
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TurboVin7
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Re: ECO Mode

Post by TurboVin7 »

I understand now, just turning off injectors is only part of the program.

Thanks James
piledriver
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Re: ECO Mode

Post by piledriver »

Something that the ECU CAN do ...My old VW will cruise at 22:1 AFR, if you have better chambers leaner might be stable.
(running sequential, will not quite pull it running batch, 18-19ish is about where lean surge/misses kicks in in batch)

Need to have the right WBO2 to try this tho, also IIRC the FW won't deal with fuel calcs/WB corrections past 25.5:1.
Always doing things the hard way, MS2 sequential w/ v1.01 mainboard, LS2 coils. 80 mile/day commuter status.
T3Bunny
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Re: ECO Mode

Post by T3Bunny »

Piledriver what on earth are your driving?! I am curious to hear about engine etc. 22 is impressive lean running for any water cooler VW. I have never seen any real benefit from full sequential, but that is quantifiable right there!!!
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piledriver
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Re: ECO Mode

Post by piledriver »

T3Bunny wrote:Piledriver what on earth are your driving?! I am curious to hear about engine etc. 22 is impressive lean running for any water cooler VW. I have never seen any real benefit from full sequential, but that is quantifiable right there!!!
Once you have sequential you can run semi sequential or even std batch, and do a back to back.
The fuel savings alone make it worth it in a daily, asp given the adapter boards for $12-15 (currently running one on MS2, no mainboard mods, drops in) Does require an MS3x or equivalent board using Jeans 4 channel driver or similar, but with an MS3X its set jumper config mostly on the adapter and go. (I dropped it into my MS3 box for testing)

Using the first iteration of that MS2 adapter with a pair of injectors swapped, I could just barely pull 18:1 at cruise.
WBO2 is a 14.7.com oem "eval kit" kit, the olde JAW 1.03 would allow me to run 22:1 as it would read to free air. (34.7:1 or therabouts)
I should probably put it back in...it has a serial port allowing easy calibration vs the MS on the WB analog out.
The OEM board swings the output to min/max during warm up, allowing you to set the MS analog in up reasonably, 10-20:1 range.
(the higher end units do similar, but to free air like the original JAW)

The MS can only deal with 25.5:1 max.

Std 1.8L type4 in a VW squareback (fits better than the original in some ways, but ~50-80% more power/tq from a stock engine.)
93mm, shallow dish pistons with a ~10mm flat squish band around the edge, too much deck @.055" and 2L heads w/49cc chambers (good chambers and way too big 180CFM+ heads, but has a .035" step cut, thus the crap deck)
224 degree cam @.050, 7:1 Dynamic compression ratio, 8.3:1 static.
(should want, or at least prefer premium fuel, considering its air cooled)

I can get it to ping a little on really hot days @~1800 RPM nailing the throttle, get a little tinkle after a good hiway run for a half second....
On Regular.
...with an additional 27 degrees of timing.
(used wrong timing mark in initial setup, and for a few weeks after. Ran great, not even hot, OAT>100F)
I struggled to test the knock module in my MS3, and finally gave up.

Its probably as non-knock limited as you can get, and runs fine on E85. (usually E70 around here) gets about 24 MPG on E70.

I have 4 turbochargers I can stick on it, a GT17, a Garret T3 off an XR4Ti, and a pair of GT22Vs with PWM controlled variable vanes.
I have a pile of parts to build two or three much larger motors for it, but this has run great considering the long block has the factory bearings still in it for the most part, and I personally have put ~450K miles on the bottom end. 27-30 MPG.

I did replace the crank/rods/rod bearings with a $25 ebay set with ~no wear, clearances still in spec with that crank and original main bearings. Good oil pressure. factory oil pump. (but not the original, just another used one with tighter clearances)
Always doing things the hard way, MS2 sequential w/ v1.01 mainboard, LS2 coils. 80 mile/day commuter status.
wes kiser
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Re: ECO Mode

Post by wes kiser »

T3Bunny wrote:Piledriver what on earth are your driving?! I am curious to hear about engine etc. 22 is impressive lean running for any water cooler VW. I have never seen any real benefit from full sequential, but that is quantifiable right there!!!
I have never switched ANY engine from batch to full sequential and not realized tangible benefits, and have tuned several engines that reasonable operation throughtout the speed and load range was not possible in batch fire (all 90 degree v-8's with the very common "converted single plane" manifold). Most of the time you simply notice smoother transients though.
86 Rx-7, swapped to 2.3 ford turbo (BW EFR 6758), ms3/ms3x sequential fuel /waste spark, ls2 coils
88 Tbird 2.3t, Microsquirt Module (PIMP), TFI ignition
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