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AiToR51's 1992 Ford Sierra XR4i 2.0 (24th) 
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QFP80 - Contributor
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last log here (max 3 files per post)


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log4.7z [3.08 MiB]
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Sierra XR4i 2.0T
Mon Nov 04, 2013 4:36 pm
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Which log has the weirdness described? There are four now.

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Mon Nov 04, 2013 10:10 pm
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QFP80 - Contributor
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log 1 for example had that near the giving record


Image

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Mon Nov 04, 2013 11:11 pm
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OK, first things first: The "log 1" file has TWO logs in it. :-p

I opened both to the point you said and found nothing weird. You're used to MS1 logs... FreeEMS are MUCH faster and tell the truth somewhat more. Future RPM will be a bit smoother, but your logs look OK.

Image

Fred.

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DIYEFI.org - where Open Source means Open Source, and Free means Freedom
FreeEMS.org - the open source engine management system
FreeEMS dev diary and its comments thread and my turbo truck!
n00bs, do NOT PM or email tech questions! Use the forum!
The ever growing list of FreeEMS success stories!


Tue Nov 05, 2013 8:41 am
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LQFP112 - Up with the play

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Are you running EDIS on this motor? If so, how did you integrate into FreeEms> I believe its just a distributor signal....?


Mon Jan 06, 2014 1:02 am
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Nope, he's not.

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DIYEFI.org - where Open Source means Open Source, and Free means Freedom
FreeEMS.org - the open source engine management system
FreeEMS dev diary and its comments thread and my turbo truck!
n00bs, do NOT PM or email tech questions! Use the forum!
The ever growing list of FreeEMS success stories!


Mon Jan 06, 2014 3:30 am
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QFP80 - Contributor
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No because I want ignition cut :P

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Sierra XR4i 2.0T


Tue Jan 07, 2014 9:16 am
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After a sabbatical year with a NA V6 and then with stock engine it will have a 2.0 turbo again. This time I'd like to install (and use,not like last time) a FreeEMS instead of my MS1.In first instance I would like to use the ruzki board so I can keep my current megasquirt board. I've also a Jaguar 0.7 I could use if I have problems with the first option.


About the engine, stock one is a ford 2.0 8v DOHC with 123bhp. It weakest point are the conrods, after breaking 3 engines by conrod failure I think it's limits are around 300Nm, over this it can break easly. In my last engine it broke when flatshifted from 2th to 3rd gear, it made a boost spike when lowering rpms and it explode. Probably if I didn't play with this kind of things it could have had last more time.

the best dyno graph I have from it is this@1bar with an old garrett T3 (Trim 55)
Image
I had boost limited bellow 4000 rpm to 0.6bar to avoid extra torque, but after that launch I increased a little to around 0,8bar

The new engine will use the same engine block, but with forged rods and forged pistons. I'm waiting for the pistons.
About cylinder head I will use a 16v head, which have around 30% more valve area than the 8v.


Now I'm designing turbo manifold. I thought about making it with T3 twin scroll flange. My current turbo is single scroll but It's possible in future I will put a newer twinscroll one.

I'm taking measures on another sierra to don't stop mine

laser cut flange
Image

some tests of fitting:
Image

Image

Image

Pipes will be around 38mm inside diameter, a little less than cylinder head out to gain gas speed and gain spool. what do you think about this?

the unique problem I see is that modern garretts have the turbo outlet where my brake pump is.. that's a problem if I want to put a new turbo. But shouldn't be difficult to modify turbo flange angle If i weld it having this in mind.

Image

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Wed Aug 12, 2015 8:31 pm
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AiToR51 wrote:
Pipes will be around 38mm inside diameter, a little less than cylinder head out to gain gas speed and gain spool. what do you think about this?

How much smaller? If it's only a little, and you taper into it at the head, then it'll stay laminar-ish and you'll get OK flow out of them. I'd still prefer matched, though, as A) laminar matters and B) the collector and turbine housing are where you get your velocity increase IMO.

When I did mine, I had to choose between 44.5mm OD and 41.3mm OD with the IDs being 41.3mm and 38.1mm respectively. 38.1 was smaller than my ports too, and 41.3 was a pretty close match, so I went with that and I've been super happy with that.

Here's how it looked prior to final fitting:

Image



I welded both sides, and then hit them all with the die grinder until they were pretty much bang on.

Fred.

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DIYEFI.org - where Open Source means Open Source, and Free means Freedom
FreeEMS.org - the open source engine management system
FreeEMS dev diary and its comments thread and my turbo truck!
n00bs, do NOT PM or email tech questions! Use the forum!
The ever growing list of FreeEMS success stories!


Fri Aug 14, 2015 1:17 pm
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QFP80 - Contributor
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I've to made some mods to made compatible ms1 v3.0 stock board with ruzkiboard as the ruzkiboard was made for ms2 with sequential injection mod:
- use std injector pins 21-22 instead of 39-40,
- change megasquirt injector FET driver (inverted) for a non inverted one
- adapt configuration for the ports ruzkiboard use

https://www.youtube.com/watch?v=OfxLsZHmg7U

I've pending a idle PWM control for continue making tuning

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Sun Aug 16, 2015 11:47 am
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