Finaly solved the biggest problem.

This is for the Megasquirt guru's.. (Megasquirt is a free programmable ignition and injection computer)

My car was running on speed density but when the engine was cold the map values where all over the place,

First I thought that it was the LPG evaporator (liquid gas was entering the inlet manifold and evaporises there so making big map spikes).

But is was something else.

The inlet manifold and the turbo made map unstable off boost.

So now I run on 2 fuel loads. (Hybride)

Table VE 1 is still speed density but values are starting when boost is comming in so you can see under .7 bar there are no values.




Ve table 2 is running Alpha-N = throttle position.
Now the values of VE table 2 are added to Ve table 1 so to .7 bar the car is now only running at throttle position.




Now here is the result.
A 2cv witch can only be stopped by the rev. limiter at 6000rpm.
More than 1 bar of boost.
The throttle position is only 30% at 6000rpm 4.gear (normal 2cv 6 gearbox) so I need a much higher geared gearbox to measure real topspeed.




At last my ignition table; as you can see when boost kicks in my ignition start to retard, so the engine doesn't knock anymore.

Not me. Yet.

I've got the ECU sat here - along with all the bits, probably going to end up on the 1220 Mehari.



Now _that_ is impressive.

yes it is really impressive; today I could keep up to a Renault Laguna diesel wich was making a lot of diesel-fume (read pedal to the metal)
only my rev limiter was stopping me. The car is lots and lots of fun....

LPGO Luv this thread;)

i have been doing a bit of research on the LPG and have contacted bs-autotune in NL, so waiting for a reply.

So the 36-1 pattern in the Flywheel tells the ECU when to fire the injectors, which fire both at the same time i presume? If you where to drill a 60-2 pattern then you could have sequential injection + use the ECU to control sequential spark ignition correct?

I like the drilled flywheel idea, instead of the toothed wheel attached to the front of the cam.

cheers

Harley

Megasquirt has two injector circuits - so you've got a choice on a two-pot to do sequential injection or paired.

when you drill the flywheel 36-1 60-2 whatever and put a vr-sensor to it the ecu doesn,t now wich cilinder is firing at that revelution.

The ecu just makes a spark and 1 turn the left cilinder ingnites and the other turn the right cilinder ignites.

You can do 2 things to make sequential possible.
- put a second sensor to the camshaft with 1 hole then the ecu nows exacty wich cilinder is firing at that moment.

- make the triggerwheel directy at the camshaft.


My car runs the best on alternate injection 2 scuirts at 720 degrees....

maybay one day i'm going for the triggerwheel at the camshaft, but the car runs good already.

I am just getting my head around setting up my Megasquirt to run Duel Fuel (Injected LPG/petrol) and control the spark, but my next motor is a twin spark so i need to plan for the future

This option is not available when using the Duel Table code as it the injector banks are used to control sperate injectors, i.e. Bank #1 for fuel Bank #2 for LPG.

I am thinking if i can get my current, standard, 2cv motor to run on sequential ignition, one coil per spark plug, then when i swap to the new Twinspark motor i can keep this setup but replace the coils with Harley/2cv coils to fire each plug simultaneously.
Or at least be a step closer buy having MS control the spark on my current motor, the same way you have LPGO.

Cheers,

Harley

Makes sense - one circuitry is used for petrol, t'other for LPG.

Hi Lpgo,

How does your water circuit operate to keep vaporizer from icing over? How do you heat it? Have you got an electric water pump fitted? Why do you have the Oil cooler modified as a radiator, doesn't the Vaporiser stop the water from boiling?

I have been thinking you could use a low pressure line from the engines oil feed to heat the vasporizer... but i need to research this more, what do you think?

Harley

My car is converted to LPG at 1996, around then it was allowed to put a pin into the outletmanifold through wich the liquid LPG was running and so it was heated up so much that it did'nt freeze when vaporising.

Now a days this isn't allowed anymore in Europe (I don't understand why; do You!!??!!)

When I turbo'd the car I first tried to use the car's petrol pump to pump the water arround but that didn't work, the water wasn't going around, the vapourizer was one big iceclump.

Then I bought 4 waterpumps (Bosch) wich are used for a stationary car heating system
(Webasto) I tested it and the water went across my garage 10m far so that worked.



these costed me only 50 euro's



Then I made a watercontainer from stainles steel, putted the waterpump at the underside of it and from there it go's first to the turbo to cool it down from there to the throttlebody but I realised that it never will freeze (AIT from the turbo is about 40C at least) so I disangaged the throttlebody.

First I thougt that the water is heated so much by the turbo that a needed a radiator (oilcooler) but the water was still to cold from the turbo to heat up the vaporizer. Then a wrapped a coppertube around the exhaust and now my watertemp stabelizes at 80C..

I don't use the oilcooler-radiator anymore but it looks cool doesn't it..........



Now I don't look at coolingsystem anymore wich means that it is working well


The oilpressure is to high to use oil to heat up the vaporiser (at least this is told to me, the vaporizer can't stand the pressure) and in the winter the oil is heated up to slow, so the vaporizer still freezez.

Here in Holland everybody uses the coppertube wrapped around the exaust or a little can (conserves?) and weld into the exhaust