I realize you don't completely understand how this stuff works, which is why you went with the EBL. There is nothing wrong with that, you pay money, you get something that 'just works' and when you have a problem you've got tech support from the GM EFI master.

However, the MS is designed to fire just about any engine, any trigger system, any ignition on the planet. It has advanced features and functionality, with more memory and a faster processor than the stock stuff.

Both Dave and Steve's problems were because they didn't read the manual. (no disrespect, but it's true).

However I give them credit for diving into an advanced system, rather than using a dumbed down 80's system that only works on a select few GM vehicles


-- Joe

 

Nah, he drank a little too much koolaid.

-- Joe

 

Both Dave and Steve's problems were because they didn't read the manual. (no disrespect, but it's true).

Truth....I didn't have the manual when I installed this setup. If I had read further I would have found the Hei modification sooner I have only had this system for 11 months now and I think im doing pretty well considering I was always a carburetor guru.

 

On my MS1 the 5v ref is always connected and I dont have any problems, but im sure my firmware commands 5v only in run and not crank. I am also not using the relay board.

MS really is a great ECM, very versatile and much easier to use than I expected. I cant wait to put the MS2 cpu in

Glad you got that sorted, now you can enjoy the car as am I.

 

I am using the relay board. Now I can place everything where I want it and tuck the wiring away.

 

I saw. I'm going that route in the future, for now I reused the stock relays, power wires and ripped everything else out and built the rest of the harness for injectors, sensors, etc myself.

With the shitty turbo headers I just wanted it done. I had to reweld 90% of them. Thats not including what I had to modify. Next build Im building them myself.

 

My car is an 83 so I had to get a tpi wiring harness and sift through it for what I needed to run with the MS2. It wasn't too big of a deal though.

 

Hrmm.. I don't think that's possible but I could be wrong. I know 'crank' is determined by crank RPM, which by default is 300 rpm. I've been under the impression (based on documentation) that the MS1/MS2 vref is always hot when powered up, which i why you need the external relay if you want dizzy module to control crank advance.

I'm using a microsquirt module which is more similar to a MS3, which has independent ignition Vref that is not tied to the sensor vref, so mine only outputs voltage when the engine is running.

I chose this route because I wanted to use a factory ECM case and factory delphi 56 connector, but there is pros and cons to each option.



-- Joe

 

Hopefully its not taken the wrong way, but I'm pretty sure you are wrong, at least for the MS1. Mine has been running this way for a year next month with the bypass always connected, and the MS controls timing after the initial cranking timing of 10°. FWIW my cranking rpm is set to 400rpm IIRC. Gm HEI and the only thing I am not using is the IAC, until I get the MS2 cpu.

If you check my thread there is a table of contents on the first page. Most of the MS build and install is in there. I re-used the EST bypass connector on the 5v ref line and only disconnect it to check/set base timing. Its worked fine all year.

29y firmware revision.

 

Haha, yeah.

I recently got an MS1, and plan to get an MS2 daughter card to play with.

I think each avenue has their own advantages and disadvantages.

 

Dont forget. Mine fired and ran the first time right off the bat.

 

I may be wrong. But the +5 vref for the dizzy on MS1/MS2 is the same +5 vref for TPS, correct ? (Pin 26) I don't see them shutting off the whole circuit during crank, but maybe.

I emailed Matt Cramer for clarification.

-- Joe

 

This is hands down the biggest problem people have with Megasquirt. There is a lot of ignition settings and a lot of ways to wire it wrong. For new folks diving in they really need to read the manual and view all the diagrams.

-- Joe

 

It is the same 5v ref as the tps

 

Hmm. Dont know why mine works then. Been wired this way for a year and it doesnt have any problem starting or controlling the timing.

 

Probably because whatever your 'cranking advance' is set to is perfectly fine to start the vehicle.



From Matt Cramer:

-- Joe

 

Makes sense. Cranking advance is 10°.

 

Glad you got it running!

Did you set your trigger offset properly? This is so if the computer is saying to run at 20 deg that you indeed are running at 20. Basically with the engine running set the computer timing to 20 deg. Go out and put the gun on the marker and it should read 20 deg. If not adjust the trigger offset until it does. Once it is set you never touch it again.

And just to add I have a relay to kill the 5 vref on crank. That is how GM did it so that is how I wanted it to be.

 

The trigger offset is set to match my base timing of 14*. I had the car running before but on locked timing with the etc disconnected

For the time being I will leave the 5v ref on a switch until I get the wiring tucked away where I want it

 

So if you have the ETC wire connected and you set the computer to 0 degrees of timing advance. Does it read 14* on the timing light?

If that is how it is working you are fine. If not you must change it.

 

My base and trigger offset are both set the same...

So if I set my base to 14 and the trigger offset then it would be 28* total?

while the engine was running with the etc connected and the timing showed 14* on the guage on the tuner studio

 

With the car running the gauge in tuner studio says 14. Go out with the timing gun and make sure it also reads 14. If it reads different from what tunerstudio says you use the trigger offset to make them match. It is important to make sure what the computer/tunerstudio is commanding is actually correct.

Just as an example on my car I idle at 25*. My base time is set to 6* with ETC disconnected. My trigger offset is 1*. When I go and put the timing gun on the motor it reads 25*. It does not matter what the numbers are. As long as what tunerstudio is displaying is actually what is taking place at the motor.

 

ah I see. I will check it out tomorrow after work. Supposed to get some snow too but least the car is in the garage.

 

Came home after work today and fired the car up. Let it get used to temperature and set the base timing a little lower and set the trigger offset. All set to go now By the way I am running the firmware 3.3.0

 

Interestingly enough, just got this directly from Matt Cramer in one of my tuning threads on the MSforums.

"HEI has the bypass OFF while cranking and spark at whatever timing the distributor is timed to."

I am asking him another question to clarify that.

 

Yeah . You only want the 5v reference on once the engine is running(not while cranking)

 

Can you link us to the thread?

-- Joe

 

Sure, had to hop on the computer cause I was on mobile.

http://www.msextra.com/forums/viewto...54737&start=40

second post from the bottom.


EDIT-Looks like pin 26 vref is not turned off, but what is meant here is that the HEI module itself does not allow the vref on the bypass through in the module itself while cranking, if I read it correctly.

EDIT2-Not to hijack, but this "HEI has the bypass OFF while cranking and spark at whatever timing the distributor is timed to." Explains why the logs show cranking at .9*, my base timing is set to 0*. So this statement is true.