Thanks, good points. I need to go back through it again. I expect I will continue with wasted spark approach. I am sure I will have other questions.Sounds like a excellent plan! Looking forward to reading about it.
I'll add a little comment regarding the MicroSquirt setup. Consider not using the EDIS controller for your ignition. The EDIS trigger and toothed wheel are great, but the actual controller leaves a little to be desired in my opinion (the mapping isn't ideal and can't be changed). Instead use the MicroSquirt to control your ignition, with a set of "smart coils". Then you can change the mapping to suit your particular needs and tune it properly. There are several great coil choices to pick from; including COP, CNP, dual twin coils, etc, and all are readily available and affordable - plus easy to configure with the MicroSquirt. Take a look at the MicroSquirt manual to see some examples.
Clearly not one of our groups characteristics.Apparently the the phrase "stay the course" has absolutely no meaning on this forum!
One neat feature available with MicroSquirt is what they refer to as "semi-sequential". The unit has two drivers, each capable of handling two cylinders. Basically it pairs two cylinders in one batch, and the other two in a separate batch. If you connect the two siamesed cylinders in one batch then you essentially have close to a true sequential layout. This applies to both fuel and spark. But to use it for the spark you need to allow the MS to control the ignition (not EDIS) and use either individual coils or a dual twin coil (like the VW item).Thanks, good points. I need to go back through it again. I expect I will continue with wasted spark approach. I am sure I will have other questions.
We done need no steenkin course...course
I entirely agree regarding ignition. Having full control over spark angle is a requirement to get the most out of a modern engine management system.Sounds like a excellent plan! Looking forward to reading about it.
I'll add a little comment regarding the MicroSquirt setup. Consider not using the EDIS controller for your ignition. The EDIS trigger and toothed wheel are great, but the actual controller leaves a little to be desired in my opinion (the mapping isn't ideal and can't be changed). Instead use the MicroSquirt to control your ignition, with a set of "smart coils". Then you can change the mapping to suit your particular needs and tune it properly. There are several great coil choices to pick from; including COP, CNP, dual twin coils, etc, and all are readily available and affordable - plus easy to configure with the MicroSquirt. Take a look at the MicroSquirt manual to see some examples.
I will likely utilize the built in ignition control in Microsquirt as pointed out by Dr Jeff. That is new functionality with the paired injectors as opposed to the batch system MicroSquirt did have.I entirely agree regarding ignition. Having full control over spark angle is a requirement to get the most out of a modern engine management system.
I'm a little fuzzy on the whole EDIS thing though, I know absolutely nothing about fords so it's all new to me. I've seen explanations that suggest edis is entirely controlled by the ECU, and others suggesting it's handled internally (but then I'd think it needs some load sensor input of some sort).
Either way, there's a handful of good options out there for direct ECU control as well, which also offers some more freedom in regards to crank and (if equipped) cam sensing.
Not sure if this is by coincidence or not, but these are the same family of coil that you'll find on the Alfa Romeo 4c- just the hand picked/QC version from Motorsports in your case.I have this Bosch P65 Motorsport coil on my UT engine, controlled by ECU. A (small) separate ignition module is needed as well. These coils are flexing which makes them fit on our engines.
View attachment 71079
I have them mounted on a bracket
View attachment 71080
The tube is very tight to the spark plug so very secure. Also, the bracket is pushing and holding the coils in position. For servicing the easiest way is to remove/mount the bracket and all four coils as a single unit. Unfortunately, it is a little bit tricky to check the oil level as the bracket hides the dipstick hole.Not sure if this is by coincidence or not, but these are the same family of coil that you'll find on the Alfa Romeo 4c- just the hand picked/QC version from Motorsports in your case.
I really like your solution here... I was wondering how well one could implement this style of coil. Is that fitment secure with the plug "wire/tube" bent?
Just to clarify, he's not using any of the Volvo EMS. I don't have any of the wiring for that anyway. Hardware is what he's getting from me. I don't see what the issue with the lower runners is, they allow for composite injectors & easy access fuel rail.Personally I would say discard the lower injection manifold that Hussien modified, and drop the volvo injection module... that engine went thru 4 head gaskets and melted a piston, due to issues with tune and running lean etc before he gave up and went K24.
SteveC
Yes and no. There are various knock limitations and means to sense or control it, but it isn't something that (as far as I know) can be easily defined or resolved for any one specific engine (I'm referring to modified or tuned engines, not bone stock factory ones). Other than utilizing a reasonable timing curve that is safely within limits. So the question becomes what are those limits (which I think is what you are asking?).The talk of timing curves causing head gasket failures genuinely concerns me. Is there somehow a knock limitation? Or is there some physical weakness that causes failure if the timing is pushed towards (or slightly beyond, accidentally) mean best torque?
Are the head gaskets that terrible?