mS on 2004
#63
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Thanks for the good words guys. Al, tuning should be mostly the same, it's the painless 24/7 monitoring that really helps. Ie, if something goes wrong I fire up Megatune and check what's wrong. No need to carry a laptop with me all the time.
#64
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Originally Posted by Reverant
Thanks for the good words guys. Al, tuning should be mostly the same, it's the painless 24/7 monitoring that really helps. Ie, if something goes wrong I fire up Megatune and check what's wrong. No need to carry a laptop with me all the time.
It's my intention to buy and buld a Megaviw for that same reason, I know the functionallity is no-where near the same, but it'll allow me to keep an eye on the sensors and what they're outputting.
As a bonus, it's like the LINK keypad, i.e. major coolness
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Originally Posted by Reverant
Well, if I didn't have the incar pc, I would certainly use a Megaview. However you can have up to 8 gauges on MegaTune, so this is a major plus.
I'm loving your setup though, it's awesome
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Originally Posted by saboteur
Are you worried about losing sequential?
#69
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Installed the '90 CAS today. Lots of bruises, cuts and burns. Changed the O ring on the CAS as the previous was (literally) rock-hard. Installation was "fairly" easy, I will be watching the next few days for possible oil leaks or other bad stuff. I will try to find a decent location for my external MAP sensor as well.
#72
More troubles....maybe. I was installing a megasquirt on a 97 Jeep Wrangler and the check engine light comes on and the OEM ECU shuts down when the injectors are disconnected. Reverant you may need to get some resistors to fool the ECU into thinking the injectors are still connected. It appears most ODB-II cars check for the injectors.
#73
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Originally Posted by kingofl337
More troubles....maybe. I was installing a megasquirt on a 97 Jeep Wrangler and the check engine light comes on and the OEM ECU shuts down when the injectors are disconnected. Reverant you may need to get some resistors to fool the ECU into thinking the injectors are still connected. It appears most ODB-II cars check for the injectors.
Thanks for the tip though - would save me the trouble of hooking up my scantool OBD-II reader.
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Short answer: No RPM reading.
The electrical connection to the CAS is fine: I connect the CKP wire to pin #24, CMP to #25. If I disconnect both from the MS and connect my o-scope, I get good, clean signals on both, as expected. Connect them again to the MS, CMP looks fine, CKP is a constant voltage line.
Is this normal? What do you guys get?
Attached is my wheel decoder config, just in case...
The electrical connection to the CAS is fine: I connect the CKP wire to pin #24, CMP to #25. If I disconnect both from the MS and connect my o-scope, I get good, clean signals on both, as expected. Connect them again to the MS, CMP looks fine, CKP is a constant voltage line.
Is this normal? What do you guys get?
Attached is my wheel decoder config, just in case...
#78
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And a snapshot of the CAS while the engine is idling (10ms/div, 5V/div), disconnected from the MS. As soon as I reconnect the CAS, the CKP signal becomes a flat line at 6.75V, while the CMP signal remains as is.
#79
Originally Posted by Reverant
And a snapshot of the CAS while the engine is idling (10ms/div, 5V/div), disconnected from the MS. As soon as I reconnect the CAS, the CKP signal becomes a flat line at 6.75V, while the CMP signal remains as is.
But I'm only guessing of course... Keep up the good work
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I o-scoped and photo'ed my CAS while disconnected from the MS (photo cas_extra_90.jpg) and compared it to the stock CAS (photo cas_stock_2002.jpg).
I did notice that the stock CKP pulse is at 5v peak. The extra '90 CAS pulses are at 6.75V. So I took the liberty of connecting the stock CAS to the MS and cranked the engine. The RPMs register in Megatune but the engine won't start, propably the CAS signal voltage is too low when the signal is shared between ECUs.
Right, so we have two almost identical signals, one that works and one that doesnt. The one that works is 5V, the one that doesn't work is 6.75V. This makes things pretty obvious: I must drop the signal down to 5V, that will propably do the trick. I'll try the usual resistor values (330, 680, 1K, 2.2K) and see if these do the trick.
I did notice that the stock CKP pulse is at 5v peak. The extra '90 CAS pulses are at 6.75V. So I took the liberty of connecting the stock CAS to the MS and cranked the engine. The RPMs register in Megatune but the engine won't start, propably the CAS signal voltage is too low when the signal is shared between ECUs.
Right, so we have two almost identical signals, one that works and one that doesnt. The one that works is 5V, the one that doesn't work is 6.75V. This makes things pretty obvious: I must drop the signal down to 5V, that will propably do the trick. I'll try the usual resistor values (330, 680, 1K, 2.2K) and see if these do the trick.