I have finally finished the E Type’s EFI system and took it
for mapping on the rolling road yesterday, after nursing the
car the 20 miles or so to the workshop, 3 hours later it was
running a nice 13.5 AFR idle, smooth acceleration or a real
kick in the pants if I nail the throttle, and cruising AFR
hovering around 14.7. The AFR gauge is probably something I
should not have fitted!!
I have 222 Wheel bhp, and an almost flat 275 ft/lbs torque
figure, I did expect a bit more but I guess it is in the
range of the original marketing claims.
In reply to a message from r1_pete sent Fri 29 Jul 2016:
Pete,
Looks great. Don’t be disappointed, 222 rwhp is around +30% over
factory 195 crank hp. And with the right gearing, you can
approach 30 mpg. Congratulations on a nice job.
Paul–
The original message included these comments:
Pete,
That’s VERY cool. Maybe a great solution for a lot of folks looking
to replace twin strong-birds or having trouble tuning their SUs. Even
though I had triples I would have loved to go to EFI. I’m still a
strong believer in the SUs, for 20 years they were fine, never touched
them except to set the air flow once. Had them professionally rebuilt
and they were never the same. I bought every tool known to the free
world to set them and logged every movement for years. In the end UE
needles did the most good but not perfect. I concluded that they’re
simple and reliable but its somewhat of a black art to set them. Once
you know how its easy but who develops that skill set anymore? And
how many posts do we see about tuning them! No, I would have dropped
EFI in there in a heartbeat were it available. I’m going to say it
was at least 10 years ago XKUs had a test mule with EFI they were
talking about developing for a aftermarket kit, it disappeared along
with the car which I think ended up in the northwestern US but haven’t
seen or heard of it in a long time. Don’t know why they didn’t finish
it, perhaps not cost effective 10 years ago.
pauls
I have finally finished the E Type’s EFI system and took it
for mapping on the rolling road yesterday, after nursing the
car the 20 miles or so to the workshop, 3 hours later it was
running a nice 13.5 AFR idle, smooth acceleration or a real
kick in the pants if I nail the throttle, and cruising AFR
hovering around 14.7. The AFR gauge is probably something I
should not have fitted!!
I have 222 Wheel bhp, and an almost flat 275 ft/lbs torque
figure, I did expect a bit more but I guess it is in the
range of the original marketing claims.
In reply to a message from r1_pete sent Sat 30 Jul 2016:
That looks great Pete. The way you have used aluminum and
polished it to a shine to match the valve covers make it look
original.
Now, please make one for the V12 please.–
The original message included these comments:
The intake is made of several parts, the bit which bolts to the he
the head, the water rail, and the throttle body are XJ6 S3.
Short lengths of alloy connect this to a Nissan Plenum, the end
end modified using another throttle body machined down to crea
create the flange.
Finally the Denso 440cc injectors and billet fuel rail.
In reply to a message from D Barnes sent Sun 31 Jul 2016:
Hi Pete,
I’ve got two XJ6 manifolds, one of which is getting
modified. My intention is to simply slice the runners and
use six curved rubber hoses to make the plenum clear the
frame rails. I’ve seen a few other cars use this type of
setup.
I’m interested in the controls you used. Is it a
MegaSquirt? Also, what sensors are used?
Thanks a bunch.
Bob–
1968 Series 1 1/2 OTS
Fredericton, New Brunswick, Canada
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from Bent Bob sent Sun 31 Jul 2016:
Hi Bob.
Yes Im using Megasquirt, I bought mine from an expert here
in the UK, www.extraefi.co.uk, its an ms2 v3.
Im using the stock xj6 temp sensor, the one with the timer
socket, a Triumph motorcycle Air ttemp sensor screwed into
the throttle body where the overrun valve used to connect,
and a Ford throttle position sensor.
The throttle spindle needed extending to drive the tps, I
blanked the fast idle port, and machined an adapter for
the tps which is fully adjustable.
Personally I would weld the manifold, I’ve done a couple,
the problem using rubber is that it will collapse on the
overrun, the constant movement will cause it to fail, I
guess some wire wound hose would help, I think in my
photos there is a picture or 2 of a modified xj6 manifold,
on a lhd car it would not need re profiling so much as
those did.
Cheers.
Pete.–
The original message included these comments:
I’m interested in the controls you used. Is it a
MegaSquirt? Also, what sensors are used?
–
Pete Congreve 1967 S1.5 2+2
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from r1_pete sent Sun 31 Jul 2016:
Dear Pete,
It looks very nicely done - well done and welcome to the Megasquirt
(’‘MS’’) world. The best thing about the conversion is that you can
datalog the engine and so speculating about which bits are doing
(or not doing) what they should is much reduced and you can home in
on what has changed from a working system quite quickly.
For David, I did look at the Patton setup before converting my v12,
but rejected it as it keeps all of the disadvantages of the
tortuous fuel route through the plenums whereas adopting the 6litre
fuel rail puts the injectors right where they ought to be. With
regards to sensors (for Bob), MS will allow for any sensors to be
used, but has handy calibration curves for Bosch and GM temperature
sensors.
I decided to go the MS route rather than for existing parts from an
XJS as the latter will be pretty life-expired as the last v12
Jaguar v12 dates from 1995/6. The most commonly available setup
doesn’t have any mapped ignition and the 16CU controller cannot
easily be altered without outside help. MS gives you total control
over everything up to fully sequential fuelling (via MS3 rather
than MS2) and allows connection and control of peripherals like air
valves and alternator.
For Ole and others, pictures of the v12 setup are in my photo
albums. Search also for Philip Lochner’s v12 cars.
kind regards
Marek–
v12 E-type running MS3/3X sequential lpg and petrol
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from Ole-XKE1974 sent Sat 30 Jul 2016:
I almost forgot to ask Pete, are you also running EDIS? I
have Ray’s version installed (Looooove it) and was going to
incorporate it into a complete electronic engine control.–
1968 Series 1 1/2 OTS
Fredericton, New Brunswick, Canada
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from Bent Bob sent Tue 2 Aug 2016:
No Bob, I did away with the edis unit, I’m driving the coil p
pack direct from the MS2.
I wrestled long as to whether to keep edis, but came down on
on the side of fewer components.
Cheers.
Pete.–
The original message included these comments:
I almost forgot to ask Pete, are you also running EDIS? I
have Ray’s version installed (Looooove it) and was going to
incorporate it into a complete electronic engine control.
–
Pete Congreve 1967 S1.5 2+2
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from r1_pete sent Tue 2 Aug 2016:
Aha…I didn’t know it would work this way but will check
it out. Simplicity is gooder.
Thanks again,
Bob–
1968 Series 1 1/2 OTS
Fredericton, New Brunswick, Canada
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
In reply to a message from Bent Bob sent Wed 3 Aug 2016:
Dear Bob,
Megasquirt can be used to run the EDIS unit or it can be used to
ignite the coils directly.
The reason some people retain EDIS will be because it’ll only use
one output wire from the MS unit, whereas firing the cylinders in
wasted spark mode used one output per two cylinders, whilst firing
them directly would use one output line per cylinder. That means
that for installations where there are lots of inputs and outputs,
retaining EDIS may be preferable.
MS3 has lots more input and output lines than MS2. You can find
lots of useful information on msextra.com
kind regards
Marek–
v12 E-type running MS3/3X sequential lpg and petrol
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–