Ulysses

More fiddling with it today. Mostly sorting out things you cant see like various pipework & sensor related things. Then it was a start on the wiring alterations. Under the bonnet is done. un-used plugs from the vac evap can and idle control valve have been altered into plugs for the second set of injectors. Loom put back together and looking pretty neat.





1st issue that needs sorted out is the beloved airbox is hitting the bonnet. Johnny suggested cutting it back and blanking off the end, then fitting a boss into the top to make the pipe exit there, so that might be the next project with the vac former I made ages ago. It will suffice for now for the dyno tyne at least (with the filter in the end of it).



Box of bits arrived from deemon tweeks with the new fuel filter, breather filter and various hoses. New inlet manifold gasket arrived from Martin too, but is the wrong one unfortunately (will email Martin about it). Should have all the stuff needed to get it going now

So tomorrow is fuel lines/filter, oil vent catch can and ECU. Maybe even the dyno if I'm lucky!

Can't tell your a sparky... under bonnet looks like a panel cabinet, super tidy... nice.

Am as excited as you to find out what the results are...... Hope you get what you are after...

sniper

Thanks John

Day of issues.

Picked up some fuel hose and bits from Halfrauds with their odd click/collect carry on this morning and then onto Kirkbride.
Hose was wrong size of course, but Johnny had spares. Used various of everything to get all the lines and new filter & T piece plumbed in and tight for the two fuel rails as well as the pump in the tank changed over to the new higher powered Walbro model fairly easily. New filter in there as well.

The purge valve on the evap canister (the third line to the petrol tank) is now gone and adapted too. The line from the tank still enters the evap canister, but is now going to be vented to the snorkel breather setup for all the diffs/gearboxes (atmospheric pressure rather than vac purge).

The newly made vent catch-can has been fitted to the two rocker cover vents. The plastic adapter for the PCR valve has had the bung and springs removed (note there is two springs inside that bugger) and the two have been connected. One with some fuel hose and the other with some blue garden hose that happened to fit :huh: All the hoses and air intake pipes will be replaced with some better and matching stuff in time, but this is to get it functional for dyno tuning.

Then it was onto the ECU wires after lunch. Managed to get a fair few of the wires swapped to the new plugs by myself (once Johnny showed me how to crimp the tiny terminals and fit them in. The labels I had fitted to the wires made it easy too. Next it was time for the expert to take over and start further dealing with the wires I was unsure of and some solder/heatshrink splicing of wires that needed to be joined. Some tidy work from what I saw of it .

Fiddling about finally ended today with establishing a few things on the laptop with the new ecu connected and trying to crank the ignition. We have got fuel, spark, throttle position, IAT, vac, and many other sensors coming up on his laptop. The one we have the major problem with is the crank position sensor We are able to crank it and view an oscilloscope diagram of the readout from the sensor and the diagram is all over the place. It should be a pretty smooth up or down signal, but in my case its fluctuation all over the place. Further investigation is required. it is magnetic by its nature so pulling the sensor to check for filings stuck to it or the wheel. Further info on the crank trigger wheel would be very useful if anyone has any? Its a DTAfast ecu S60 we are using...

Sorry for the only picture today was of the ecu connectors after I had been swapping some wires...



Bonus entertainment for the day was testing on the laptop is able to make the spark plugs light up in pairs continuously (when out of the head) ~ purely to test them. and the same can be done with the 8 injectors in a simulated staging of different RPMs. Its almost like they play a tune :laugh:

I don't know which crank sensor is fitted to the engine Riccy, I wasn't able to gather any info on it at all..... not even year of manufacture.

There is a change at around 09-10, it's one of the stumbling blocks when fitting a late model VVT into an earlier car. A difference in the trigger ring...

sniper

Any good?

Better progress with it today. Thanks to Martin for emailing various wiring diagrams/manuals.

Turns out the crank sensor i had as spare was faulty even though it looked new. With the old one back in (was working before on the crank wheel fitted) we were still getting a terrible interference on the wiring to the ECU. Ended up by installing a length of shielded cable to the sensor and that finally got it looking better on the laptop. The crank wheel fitted to it is the same as the Jimny one thankfully.

Firing it up we had a leak around the inlet manifold to head gasket and injector 3 on the head has a damaged o ring. Popped it off and put some sealant onto the old gasket and head to get it somewhere near sealed until the new gasket arrives, the o ring will need to wait until tomorrow as I have spares in the garage to take through.

Dyno day tomorrow hopefully :silly: