First Time installing megasquirt and trying to get it to run. Been following along AaronCake's guide and I am currently programming the ECU.

I updated to the newest firmware (1.5) for MS3Pro (Gen1) and I think some settings are moved around or missing due to this new engine states option they currently have.

Mainly I'm missing/looking for settings such as:
-Cut X Sparks
-For Y Events
-Over-Run Fuel cut "TPS lower than (%)" settings
-Under AFR/EGO Control doesn't have an "Normal EGO" control option for EGO 1 port
-Missing some of the settings for Closed Loop Idle PID Delays and Behavior

I've attached some screenshots and my .msq. If anyone could help me locate these settings or how to correctly set the "Engine State Settings" that would be excellent.

Also I've triple checked stuff such as the AFR tables, but for the settings that I could find (most of them) I'm fairly certain they are correct. Had to manually enter the AFR Table since I couldn't download the base AFR table from AaronCake's guide, but I'm also fairly certain I matched exactly what he had in the guide.

Thank you

 

Another issue I've come across is that the GM 3-Bar map sensor seems to be reading a bit low. 88 kPa, which seems a bit low considering I'm basically at sea level. It will respond to suction and pressure, but it just reads low for whatever reason.

I originally thought that maybe my ecu was not getting enough voltage. Lo and behold only 11.4 volts at ECU.

Except I couldn't figure out why I had 12.5 volts at my fuse panel, but 11.4 volts at ECU.

Now here is where it gets weird.... I then find out that Pin 35 on the white connector (12+ V switched power to MS3pro) wasn't even connected.

I connected that wire and I have proper 12.5 volts at the ECU now. The MAP sensor still reads low, and I cannot for the life of me figure out how the ecu was getting power without pin 35 hooked up.

 

Couldn't find source of backfeed....

Only two wires are not switched via ignition relay and that's a power wire to the fan relay and another to the fuel pump relay. Both of the relays were open (0v) on pin 87 and wires going back to the ecu when ignition is off.

Probed the MAP sensor. I have 5v input and 0v at the ground. The output voltage is about 1.3v and I cannot figure out why.

Tried to start the motor anyways today, almost got it started. It almost caught a few times, but to no avail. Engine is freshly rebuilt and may still need to build compression (I'm hoping). I also changed engine size in the General Settings menu to 1300cc. I think someone stated that for MS 1.5.0 for MS3pro that you no longer need to enter in 2600cc and instead enter the "correct" 1300cc.

 

Got the engine to start!

Ended up having to increase the fuel quite a lot. Increased Req_fuel to 8.8. Also increased ASE Enrichment, ASE Taper and warmup enrichment by ~20%.

From what I understand that's not the "right" way, since that should be controlled more via the VE table, but I figure the VE table is gonna need lots of fine tuning anyways since the engine is still breaking in.

But yes. Adjusted said settings, also poured a little bit of 2 stroke oil in both leading plugs to build compression and it did eventually fire up.

Had to use my jerry-rigged hand throttle to keep rpm at about 2000 then was able to lower it to about 1500.

From what I understand I need to start playing with the VE table to get the AFR at idle (~1000rpm) between 12.5-13?

Once engine is fully warmed, just lower the throttle input to get that 1000 rpm, then start adjusting table to see if it holds?

My question is, is what is the direct relationship between Req_fuel and the VE table. Meaning is there a direct calculation I can do to calculate how much to increase the VE table cells if I lower my req_fuel back down from 8.8 to 8.

Since Req fuel was increased 10% to get the car to run, would I need to just increase those VE cells 10% if I retain the req_fuel setting of 8?


I also think I solved my MAP issue. I guess I didn't set the sensor the GM 3-bar. Now it reads ~99.9 kPa at engine off. BUT looking at my logs it looks like it only reads a max vacuum of 97-98 kPA?

I feel like I should be getting much more vacuum than that. I wonder if the long run of tubing between the manifold and sensor is affecting anything...

Regardless, I've attached the .msq I started the engine with and a datalog file of the last startup (I was able to shut engine off and restart it).

 

Decided to do some research as to why I wasn't getting much MAP variation. Turns out I had the map plumbed to the upper nipple facing the firewall on the S4 T2 UIM.

I moved it to the lower nipple which from what I read, should read proper vacuum.

Started up the engine again, same msq as I posted above. Did not start instantly and took a bit of cranking, but it did start without putting 2 stroke oil into the engine.

Held the engine at ~1500rpm, then gave it a blip before it fully warmed up and the engine seemed to stall out. Looking at the .msl it looks like the AFR leaned out when blipping the throttle.

Also still much vac being pulled on the MAP sensor. I unfortunately didn't get a video recording, but I did notice that there is vac being pulled on my mechanical boost gauge that is plumbed to the lower nipple facing the front on the UIM. So I'm fairly sure I'm pulling vac. Might switch where the MAP sensor and Boost Gauge is hooked up to.

Regardless, here is the .msl. I can't figure out why it died when I blipped the throttle. Note: I'm using an S4 TPS, so 40% indicated throttle is really like 40% of 1/4 throttle.

Also, I forgot to check if this is reflected in the log, but it looks like the sync counter climbs rapidly while cranking. I'll have to look into that when I get the chance. Edit: Looked into it. Looks like reason 11 and 17

My req fuel is still higher than it should be, so should I be increasing the values in the VE table to keep things from leaning out?