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FelipeT
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 Posted: Sat Sep 26, 2009 11:30 pm Post subject: Plug and Play Stand Alone EMS |
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Has anyone else seen this?
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=230378948908
OK, so it isn't really "Plug and Play" since you have to build it your self, but it seems like a good middle ground. Anybody know if this is what the guys on ProbeTalk and the like have been running for their standalone systems?
Anyway, it looks interesting, and it caught my eye since I found out that my MR2 and the Probe will use exactly the same harness connectors.
I just wonder where they get those...
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PSE driver
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| Posted: Sun Sep 27, 2009 7:20 pm Post subject: |
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It's the same. I have thought about one for years. Lots of good talk about them.
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FelipeT
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| Posted: Sun Sep 27, 2009 8:54 pm Post subject: |
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Good to know that it's a "known to work" setup. I figured that it was the same.
At $460, there doesn't seem to be a whole lot of reason to get a used one. I'd never looked into them very much, but that price does seem pretty reasonable.
Of course, I don't have any real need for it. It isn't as though I'm running forced induction or any such thing where I would need it. For me, it would just be kind of fun to be able to play with certain settings. Mostly, I'd like to experiment with a lean-burn cruise mode like some of the VR-4 guys running stand-alone have done. They have some smoking fast cars that get better fuel economy than stock.
Edit: Hey, I found some more Probe-specific info:
http://diyautotune.com/diypnp/diypnp_promo_2.html
http://www.diyautotune.com/tech_articles/how_to_megasquirt_your_ford_probe_gt_mazda_mx6.htm
OK, so it's probably old news for those who go on ProbeTalk, but I'm not one of those, so there! 
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ntruder
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| Posted: Mon Sep 28, 2009 6:57 am Post subject: |
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I may try one of these late next year...ish.
I skimmed the pages but nothing popped out at me about a MAF. I saw where it supports speed density (only good for racetracks) but a hot wire sensor is the way to go even if you don't compress the intake air. Did anyone notice if you can use an MAF?
I also gotta wonder about the source code and the rear defroster. Does it have support for that? The PCM in the 2Gs turns it off automatically after about 30 minutes. |
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PSE driver
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| Posted: Mon Sep 28, 2009 11:24 am Post subject: |
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| ntruder wrote: | I may try one of these late next year...ish.
I skimmed the pages but nothing popped out at me about a MAF. I saw where it supports speed density (only good for racetracks) but a hot wire sensor is the way to go even if you don't compress the intake air. Did anyone notice if you can use an MAF?
I also gotta wonder about the source code and the rear defroster. Does it have support for that? The PCM in the 2Gs turns it off automatically after about 30 minutes. |
There are 2L guys running it so don't see a MAF being a problem.
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FelipeT
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| Posted: Mon Sep 28, 2009 7:04 pm Post subject: |
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I haven't had a chance to look through all of the material yet, but I would think that the defroster shouldn't be a problem. You may just end up having to take that function away from the PCM. A time-delay relay should be able to handle the task easily:
Time Delay Relays
Of course, you may want to tie the defroster circuit into the PCM anyway, just to bump up cold idle slightly to compensate for the additional load.
As far as MAF conversion, I have no idea. I'm sure that it wouldn't be difficult, however. It would probably be just swapping around some pins.
I guess that I'll have to look over the article more carefully.
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ntruder
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| Posted: Mon Sep 28, 2009 8:49 pm Post subject: |
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| FelipeT wrote: | Of course, you may want to tie the defroster circuit into the PCM anyway, just to bump up cold idle slightly to compensate for the additional load.
As far as MAF conversion, I have no idea. I'm sure that it wouldn't be difficult, however. It would probably be just swapping around some pins. |
There's gotta be a good reason they didn't use a timer relay from the factory. I haven't thought of what it is though.
Unless I have totally missed something on how this thing works, you'd have to how it interprets the meter signal. As I recall the VAF and MAF have the voltage signals swapped. High voltage on an MAF means the same as low voltage on the VAF. |
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FelipeT
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| Posted: Tue Sep 29, 2009 5:43 am Post subject: |
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| ntruder wrote: | | There's gotta be a good reason they didn't use a timer relay from the factory. I haven't thought of what it is though. |
I'm really betting that they did because the extra current draw would put a greater load on the engine, and generally the only time defrosters are used is in cold weather and at start-up. The combination of these factors probably led to some poor idle quality issues in really cold climates. By having the PCM control it, they probably were able to avoid the performance issues, and save money. The code required to have the PCM control the defroster is probably cheaper, in the end, than putting a time delay relay in each car, like the 1G did.
OK, so maybe it was mostly a money thing!
| ntruder wrote: | | Unless I have totally missed something on how this thing works, you'd have to how it interprets the meter signal. As I recall the VAF and MAF have the voltage signals swapped. High voltage on an MAF means the same as low voltage on the VAF. |
That does sound right. I'm pretty sure that the two signals are reversed, like you are saying. I'd have to look it up, but I think that the range is different, too.
The more I think about it, the more fun this thing sounds like. OK, so I'm weird.
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ntruder
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| Posted: Tue Sep 29, 2009 10:23 am Post subject: |
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| FelipeT wrote: | That does sound right. I'm pretty sure that the two signals are reversed, like you are saying. I'd have to look it up, but I think that the range is different, too.
The more I think about it, the more fun this thing sounds like. |
Someone made a conversion box a long time ago so they could run an MAF with a mildly modified stock PCM. The signals are totally unrelated other than the voltage going in opposite directions. What that means is you'd have to change the software to re-interpret the signal. That may not be a big deal since the MegaSquirt (what Rtard thought up that name?) probably has its own code and isn't going to run on a copy of the stock PCM code. Otherwise it would have the rear defroster code. You'd need engineering data for whatever MAF you use, specifically the voltage associated with CFM adjusted for air temperature, humidity and barometric pressure.
| FelipeT wrote: | | OK, so I'm weird. |
Dude...you own a Probe. Of course you're weird! |
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FelipeT
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Location: Auburn Alabama
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| Posted: Tue Sep 29, 2009 9:35 pm Post subject: |
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| ntruder wrote: |
Someone made a conversion box a long time ago so they could run an MAF with a mildly modified stock PCM. The signals are totally unrelated other than the voltage going in opposite directions. What that means is you'd have to change the software to re-interpret the signal. That may not be a big deal since the MegaSquirt (what Rtard thought up that name?) probably has its own code and isn't going to run on a copy of the stock PCM code. Otherwise it would have the rear defroster code. You'd need engineering data for whatever MAF you use, specifically the voltage associated with CFM adjusted for air temperature, humidity and barometric pressure. |
That was Mike Palmer--I can't believe I still remember that guy's name. It seems that his site is gone, but here is an interesting reference to his work:
http://brownsword.ca/ecucoding.html
| ntruder wrote: | | Dude...you own a Probe. Of course you're weird! |
Yeah, I guess that it goes without saying. Curse that salesman who sold my father the Escort back in 1989--He foretold it! He said that if I came back in a few years he would sell me a Probe, and darn it if he didn't get every other Ford salesman on the planet to go along with it!
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