If that cooling joint you are talking about is called "The Four Way Connector"; you can only get it as a full kit with the pipes already attached. I had to replace mine when the plastic joint snapped. I made a start at making my own in aluminium, drilled four holes in block ready for turning, but then got distracted, so never finished it. Since then got flood water in engine. Got second car. First car now donor for second (for now). So I'm now waiting for the joint in the second car to snap. Maybe there's a market for aluminium ones.
The two joints I’m after are 80 and 85 here…. rimmerbros.com/Item--i-GRID018846. One’s available soon - the other permanently not on it’s own (the Y piece annoyingly seems to be only available as part of a kit). I’m going to look into the aluminium option but don’t want to hold up getting the car MOT’d and on the road, so shall see how it goes. Cheers! (Scotty).
Nice video Scotty, I still don't understand how all the injectors were firing the same time. I'm glad its working now and sounded OK, no bangs or rattles, you might have a come up trumps with this car. ☺
Now it’s running I need to scope it again and see if it’s still behaving the same way. New exhaust first though else I won’t be popular with the neighbours 🤣🤣 I can’t find anything in the MEM3 information I have to explain that though - so it’s still a mystery. I’d also like to understand exactly what fixed the non-running - having done quite a bit of work, there’re several things that could have been the problem. I am optimistic that it’ll turn out to be a good’un - it had better be - I need to recoup some money to pay for all the work on the 135! (Scotty)
Nice work Scotty 😀 The early cars had pairs of injectors but like you I thought the later ones fired sequentially. I would google search Andrew Revill as he has decoded the MEMS3 and his web pages contain some really useful data or he may just know the answer
I'm late to this party! Thank you Scotty I enjoyed your work. That Four Way Connector can be a problem, I made one out of copper tubing and silver solder - still working! Now back to my real problem, please help! My 2004 MG TF suddenly started smoking, but hectic. Light grey smoke. I did not smell oil and are of the opinion that it is fuel related? Checking and cleaning the injectors I also notes that they all are injecting at the same time. Logic tells me that must be wrong and causing over fueling and smoking. Have you ever analyzed wat was the resin?
Hi Johan, I have not got a definitive explanation for this but I think this could be expected behaviour because my engine definitely runs without over fuelling and as you can see from the videos all I ended up doing was cleaning the fuel system end to end. So best guess is that either the ECU is compensating for a fault or it simply uses parallel injection to help the engine start. I have always meant to research this further but the best I have found so far is www.mgfcar.de/library/ENGINE_MANAGEMENT_SYSTEM_%20MPi_VVC_MEMS_3.htm . What I have learnt is that the ECU initially uses its built in map until the lambda sensors are hot enough to go closed loop. This map provides extra fuel for a cold start as you’d expect. So, maybe this map also uses parallel injection initially to help start the engine? Sorry I can’t help more but at the moment my best guess is that the ECU is doing what it’s programmed to do and once the engine is running it will switch to sequential injection. (Scotty)
Okay, I'm back on the MG. My apologies Scotty, been sidetracked on to so many projects in the meantime - Thank you, I will study the ECU material you send me and will report. I think it might be a faulty lambda sensor, because she smokes like an Ugrian rocket, and it is not oil! @@DoubleDuckGarage
I think the problem hides somewhere in these two paragraphs below. Maybe one of your sensors did not make good connection, hench the bad injection during testing. With my MG everything was together, but with testing the injection was similar to yours, so, I must do some more digging and testing. I must mention, she was running perfectly and started smoking suddenly. Thanks for the heads-up, I think I'm going in the wright direction! ENGINE MANAGEMENT SYSTEM CMP Reluctor - MPi and VVC Engines The reluctor consists of a single "tooth" design which extends over 180°of the camshaft"s rotation, for this reason it is known as a half moon cam wheel. The half moon cam wheel reluctor enables the ECM to provide sequential fuel injection at start up, but it cannot provide a back-up signal in cases of CKP sensor failure. If the CMP sensor signal is missing, the engine will still start and run, but the fuel injection may be out of phase. This will be noticeable by a reduction in performance and driveability, together with an increase in fuel consumption and emissions. As the camshaft rotates the signal will switch between the high and low voltages. The position of the half moon cam wheel relative to the camshaft is not adjustable. The air gap between the CMP sensor tip and the half moon cam wheel is not adjustable. Manifold Absolute Pressure (MAP) Sensor The output signal from the MAP sensor, together with the CKP and IAT sensors, is used by the ECM to calculate the amount of air induced into the cylinders. This enables the ECM to determine ignition timing and fuel injection duration values. The MAP sensor receives a 5V ±4% supply voltage from the ECM and provides the ECM with an analogue signal which relates to the absolute manifold pressure and allows the ECM to calculate engine load. If the MAP signal is missing, the ECM will substitute a default manifold pressure reading based on crankshaft speed and throttle angle. The engine will continue to run with reduced driveability and increased emissions, although this may not be immediately apparent to the driver. The ECM will store fault codes which can be retrieved using TestBook. @@DoubleDuckGarage
If that cooling joint you are talking about is called "The Four Way Connector"; you can only get it as a full kit with the pipes already attached. I had to replace mine when the plastic joint snapped. I made a start at making my own in aluminium, drilled four holes in block ready for turning, but then got distracted, so never finished it. Since then got flood water in engine. Got second car. First car now donor for second (for now). So I'm now waiting for the joint in the second car to snap. Maybe there's a market for aluminium ones.
The two joints I’m after are 80 and 85 here…. rimmerbros.com/Item--i-GRID018846. One’s available soon - the other permanently not on it’s own (the Y piece annoyingly seems to be only available as part of a kit). I’m going to look into the aluminium option but don’t want to hold up getting the car MOT’d and on the road, so shall see how it goes. Cheers! (Scotty).
Nice video Scotty, I still don't understand how all the injectors were firing the same time. I'm glad its working now and sounded OK, no bangs or rattles, you might have a come up trumps with this car. ☺
Now it’s running I need to scope it again and see if it’s still behaving the same way. New exhaust first though else I won’t be popular with the neighbours 🤣🤣
I can’t find anything in the MEM3 information I have to explain that though - so it’s still a mystery. I’d also like to understand exactly what fixed the non-running - having done quite a bit of work, there’re several things that could have been the problem.
I am optimistic that it’ll turn out to be a good’un - it had better be - I need to recoup some money to pay for all the work on the 135! (Scotty)
Nice work Scotty 😀 The early cars had pairs of injectors but like you I thought the later ones fired sequentially. I would google search Andrew Revill as he has decoded the MEMS3 and his web pages contain some really useful data or he may just know the answer
Thanks Gary. I'd found his site before - you're dead right - some really useful stuff there. Cheers!
I'm late to this party! Thank you Scotty I enjoyed your work. That Four Way Connector can be a problem, I made one out of copper tubing and silver solder - still working! Now back to my real problem, please help! My 2004 MG TF suddenly started smoking, but hectic. Light grey smoke. I did not smell oil and are of the opinion that it is fuel related? Checking and cleaning the injectors I also notes that they all are injecting at the same time. Logic tells me that must be wrong and causing over fueling and smoking. Have you ever analyzed wat was the resin?
Hi Johan, I have not got a definitive explanation for this but I think this could be expected behaviour because my engine definitely runs without over fuelling and as you can see from the videos all I ended up doing was cleaning the fuel system end to end. So best guess is that either the ECU is compensating for a fault or it simply uses parallel injection to help the engine start. I have always meant to research this further but the best I have found so far is www.mgfcar.de/library/ENGINE_MANAGEMENT_SYSTEM_%20MPi_VVC_MEMS_3.htm .
What I have learnt is that the ECU initially uses its built in map until the lambda sensors are hot enough to go closed loop. This map provides extra fuel for a cold start as you’d expect.
So, maybe this map also uses parallel injection initially to help start the engine?
Sorry I can’t help more but at the moment my best guess is that the ECU is doing what it’s programmed to do and once the engine is running it will switch to sequential injection.
(Scotty)
Okay, I'm back on the MG. My apologies Scotty, been sidetracked on to so many projects in the meantime - Thank you, I will study the ECU material you send me and will report.
I think it might be a faulty lambda sensor, because she smokes like an Ugrian rocket, and it is not oil! @@DoubleDuckGarage
Will be interesting to see how you get on - let us know 👍 Cheers! (Scotty.)
I think the problem hides somewhere in these two paragraphs below. Maybe one of your sensors did not make good connection, hench the bad injection during testing.
With my MG everything was together, but with testing the injection was similar to yours, so, I must do some more digging and testing. I must mention, she was running perfectly
and started smoking suddenly. Thanks for the heads-up, I think I'm going in the wright direction!
ENGINE MANAGEMENT SYSTEM
CMP Reluctor - MPi and VVC Engines
The reluctor consists of a single "tooth" design which extends over 180°of the camshaft"s rotation, for this reason it is known as a half moon cam wheel. The half moon cam wheel reluctor enables the ECM
to provide sequential fuel injection at start up, but it cannot provide a back-up signal in cases of CKP sensor failure. If the CMP sensor signal is missing, the engine will still start and run, but the fuel injection may be out of phase. This will be noticeable by a reduction in performance and driveability, together with an increase in fuel consumption and emissions. As the camshaft rotates the signal will switch between the high and low voltages. The position of the half moon cam wheel relative to the camshaft is not adjustable. The air gap between the CMP sensor tip and the half moon cam wheel is not adjustable.
Manifold Absolute Pressure (MAP) Sensor
The output signal from the MAP sensor, together with the CKP and IAT sensors, is used by the ECM to calculate the amount of air induced into the cylinders. This enables the ECM to determine ignition timing and fuel injection duration values. The MAP sensor receives a 5V ±4% supply voltage from the ECM and provides the ECM with an analogue signal which relates to the absolute manifold pressure and allows the ECM to calculate engine load. If the MAP signal is missing, the ECM will substitute a default manifold pressure reading based on crankshaft speed and throttle angle. The engine will continue to run with reduced driveability and increased emissions, although this may not be immediately apparent to the driver. The ECM will store fault codes which can be retrieved using TestBook.
@@DoubleDuckGarage