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  #1  
Old 03-01-2011, 09:37 PM
myk myk is offline
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Location: Kent, WA
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Megasquirt2 Install AMC360 TBI+COP 83' Cherokee

Hello,

Thought I'd start this thread up to document my installation of a Megasquirt 2 system on my 83' laredo with the 360 engine, engine is .030 over 9.5cr, heads cleaned up a bit, mild cam, headers, performer AMC intake and a bit of a stall converter in the 727 trans:

http://www.ifsja.org/forums/vb/showthread.php?t=135867


So far I have most everything needed:

MS2
GM 454TBI 2" bores w/ stepper IAC
Walbro 255lph pump
Various Sensors (IAT, CLT, TPS, Fuel Pressure)

I'm planning on using a 36-1 toothed wheel on the crank pulley for the tach signal plus a one tooth sensor in the distributor both using Allegro gear tooth sensors (had great experience with this setup on past installs)

Right now I am just finishing up the ECU, I wanted to put it in the engine compartment mounted on top of the driverside inner fender well. This facilitated the need to make it watertight which I accomplished with a hammond enclosure and the ampseal 35 pin plug, check out the details below:

http://www.msextra.com/forums/viewto...p?f=94&t=39556

Next up will be fitting the TBI to my edelbrock performer AMC intake, not sure if the sides will need to be clearanced for the 2" throttle bores or not, I've read conflicting reports here. Then the gas tank mods and fitting the pump and filters and finishing up the wiring. This will have ignition control as well, but I will get it running first on fuel only then tackle the ingnition after that.....more to come

Mike

Last edited by myk : 11-03-2011 at 01:43 PM.
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  #2  
Old 03-01-2011, 10:44 PM
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Greeeeenberg Greeeeenberg is offline
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Awesome. Subscribed. I want to do this to my GW. You gonna hook it up before you convert over to do some data-logging with your current setup?
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  #3  
Old 03-02-2011, 01:20 AM
myk myk is offline
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Quote:
Originally Posted by Greeeeenberg
Awesome. Subscribed. I want to do this to my GW. You gonna hook it up before you convert over to do some data-logging with your current setup?

I'll just go straight to the fuel setup, this will be the fourth one I've done in the last 4 years using MS2 so I'm pretty comfortable with it.

I was looking around for a base ignition map for the 360 if anone has anything out there already setup? otherwise I'll just have to start with the sbc map and tweak it.

Thanks for the compliments, appreciate it.

Mike
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Old 03-02-2011, 09:10 AM
chrism chrism is offline
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If I can find the bin from my last 360 tbi install I will try to extract the spark table from it. It worked pretty well on a stock 360. Its been a while but I think its on my tuning laptop.
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  #5  
Old 03-02-2011, 12:38 PM
myk myk is offline
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Quote:
Originally Posted by chrism
If I can find the bin from my last 360 tbi install I will try to extract the spark table from it. It worked pretty well on a stock 360. Its been a while but I think its on my tuning laptop.

That would be great, anything from the 360 would be a better starting point, thanks.

Mike
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Old 03-13-2011, 11:29 PM
myk myk is offline
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Finally making some progress.

The throttle body and adapter plate was a ton of work to get right. The 454 tbi unit I got off ebay needed the throttle shaft fixed, ended up being a bigger job than I anticipated, but turned out great, actually ended up silver soldering material onto the shaft and turning it back to size to match the housing. I did this because the bores in the housing were nice and round, the shaft on the other hand was all worn out and needed to be replaced or fixed so I just did all the repair on the shaft and left the housing alone.

Then the holley 17-45 adapter plate I got from Summit came and when I bolted the tbi unit to it the throttle bores were off from the holes in the adapter plate by .10". Not sure what the deal was on this?? so I ended up plugging the existing holes with 1/4" pipe plugs and refacing the plate and putting the new holes in the proper spot. Lines up perfect now and I also put some alignment bushings in the aft two holes. The tbi was already counterbored for these from the factory, this makes it nice to line things up, gaskets, etc.

Also did a bunch of blending work on the adapter and performer manifold to get them all to flow nice together. Lots of work but it turned out the way I wanted it.

Also finished up the Megasquirt water tight case and tested it out on the bench, all circuits performed as expected. Going to mount the ECU on top of the driver side inner fender well in the engine bay.

Next step will be installing the ECU and working out the crank trigger, fuel supply, throttle/kickdown linkage and the wiring harness. Fun stuff

P.S. Still looking for an ignition timing map if anyone has anything to start with? thx

Mike















Last edited by myk : 03-13-2011 at 11:40 PM.
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  #7  
Old 03-15-2011, 11:50 PM
myk myk is offline
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Finished up the throttle linkage and the tranny linkage tonight, glad that's over.

I cut the stock throttle bracket up quite a bit and welded it back together to get it in the correct spot, also added a gusset to it to stiffen things up. The gm tbi has a small pin sticking out of it where the throttle would attach, I ground this off flush where it meets the larger diameter then drilled an tapped it for a 10-32 thread, then threaded the ball stud from my holley carb setup into there with some loctite.

The tranny linkage was pretty straightforward, I fabbed up a small bracket to attach to the lower part of the tbi throttle shaft, attached it with two small bolts and nuts, then added the stud at the bottom again from my carb that picks up the stock tranny kickdown/throttle valve linkage, worked out perfect. The distance from the center of the throttle shaft to the pivot is 1.2" which I copied from my holley carb. The linkage is maxed out at full throttle and has ~3/8" slack when the throttle is closed, seems about right.

I had that return spring on my holley carb as well and added it to the tbi but I'm not sure it's needed, the tbi itself has some pretty mean springs on it, that together with the tranny linkage makes it feel about right, with the additional spring on there it seems too stiff to me. What have some of you guys done for return springs with the tbi? wonder if GM used a return spring in addition to the tbi springs?

Mike





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Old 03-16-2011, 10:32 AM
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tgreese tgreese is offline
 
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That case looks like a standard cast aluminum project box. Those are great for this purpose; much better than the case supplied with the MS kit, I'd think. There is a line of these boxes that has a silicone gasket in the lid - is that what you used? How did you seal the penetrations?

Looks like the PCV port comes out of the front of the TB - darned inconvenient for the AMC app.
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Maine beekeeper's truck: '77 J10 LWB, 258/T15/D20/3.54 bone stock, low options (delete radio), PS, hubcaps.
Browless and proud: '82 J20 360/T18/NP208/3.73, Destination ATs, 7600 GVWR
Copper Polly: '75 CJ-6, 304/T15, PS, BFG KM2s, soft top
GTI without the badges: '95 VW Golf Sport 2000cc 2D
ECO Green: '15 FCA Jeep Cherokee KL Trailhawk

Last edited by tgreese : 03-16-2011 at 10:34 AM.
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  #9  
Old 03-30-2011, 02:07 PM
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tgreese tgreese is offline
 
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Quote:
Originally Posted by myk
...

I'm planning on using a 36-1 toothed wheel on the crank pulley for the tach signal plus a one tooth sensor in the distributor both using Allegro gear tooth sensors (had great experience with this setup on past installs)

...

Mike, I'd like a little more about the one tooth sensor in the distributor, if you've gotten that far. Why do you need a cam sensor? You already have the crank sensor, which you could divide by 2 (big gap) or 72 (small gaps) to get the one tooth input from the distributor.

I presume you can make this from a Motorcraft distributor by grinding away seven of the reluctor tabs. You could even use the existing VR trigger, though you said you wanted to fit a Hall effect trigger.

I found some discussion of capability in the MSExtra docs, but no explanation of reasoning. I expect you have thought about the issues, and I would be interested in your reasoning.
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Tim Reese
Maine beekeeper's truck: '77 J10 LWB, 258/T15/D20/3.54 bone stock, low options (delete radio), PS, hubcaps.
Browless and proud: '82 J20 360/T18/NP208/3.73, Destination ATs, 7600 GVWR
Copper Polly: '75 CJ-6, 304/T15, PS, BFG KM2s, soft top
GTI without the badges: '95 VW Golf Sport 2000cc 2D
ECO Green: '15 FCA Jeep Cherokee KL Trailhawk
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  #10  
Old 03-30-2011, 03:24 PM
myk myk is offline
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Quote:
Originally Posted by tgreese
Mike, I'd like a little more about the one tooth sensor in the distributor, if you've gotten that far. Why do you need a cam sensor? You already have the crank sensor, which you could divide by 2 (big gap) or 72 (small gaps) to get the one tooth input from the distributor.

I presume you can make this from a Motorcraft distributor by grinding away seven of the reluctor tabs. You could even use the existing VR trigger, though you said you wanted to fit a Hall effect trigger.

I found some discussion of capability in the MSExtra docs, but no explanation of reasoning. I expect you have thought about the issues, and I would be interested in your reasoning.

For the current TBI install your right, I do not need the cam sensor as it is non-sequential fueling and still uses the dizzy to distribute the sparks. I was thinking ahead if I switch to sequential MPFI and/or COP in the future I would already have the hardware and wiring setup for it. The sequential code needs to know engine cycle phase which it cannot get from the crank sensor alone i.e. it cannot tell between TDC compression and TDC exhaust with only the crank sensor.

That's exactly what I planned with the dizzy was cutting all but one of the vanes away and replacing the VR with a hall sensor (they just work better imho). The code only uses the cam signal for phase info and uses the crank trigger for the actual precision timing so the cam sensor accuracy is not very important just needs to know if its on compression or exhaust.

Mike
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