Adam

Sounds like winner ... pls add me to the list. Ive no strong opion on filter size etc - assume whatever works for the 200+ power levels will be fine for the less powerful variants too. Like the idea of remote filter (to help keep the air intake temps down).

Knowley, glad to hear it finally passed .... Few points to help you pass next time; get your MBE setup for closed-loop control at idle/fast idle, ensure the ignition is working without any misfires, and that the TBs are balanced etc. Adam

The LM-1 has two analogue outputs. Each can be programmed to output a voltage between 0-5V thats proportional to its lambda measurement. These signals are available on the LM-1s mini-jack socket (similar to a headphones socket). Should be easy to connect that to one of the DL-1 (differential) inputs. Now you'll also want the DL-1 to log RPM, and engine load in whatever form the ECU measures load, eg throttle position. What you should also consider is how you what to analyse the data .... Innovates Logworks, the Race Technology software, excel etc etc. If the DL-1 can export the data then you might find Innovates logworks an interesting alternative.

Hi Dobuy, yes to make the most of this type of kit you should aim to log throttle/load, rpm, and lambda. There are several options here; 1 - the LM-1 can output a voltage that is prop to lambda. This can be passed into some logging device such as a DL-1 (seach the web), your ecu, etc Now if your ecu can log data it will include rpm, load, air temp etc etc. 2- use the Innovate LMA3 to convert a tacho signal into something the LM-1 can log. Then you can also feed the load/throttle signal into the LM-1 (via the LMA3 to prevent ground noise problems). 3 - Im sure there other solutions .... Option two is good because Innovate make some real good analysis software to help make sense of all the data youre logging. Innovate also make a aux-2 (?) box. Basically a box that enables you to connect directly to the LM-1 analogue inputs. However, the LMa3 is a much better option (also more expensive :-( ) as it will avoid any noise issues and also provide g-force sensors, thermocouple inputs etc. Another optionj to consider is the techedge from www.wbo2.com.au. Maybe not as accurate as a LM-1, but prob more robust and less sensitive to overheating etc etc. (see the innovate forum for loads of reported problems with sensor placement/over heating) Whatever option you go for, have a look at the Innovate logworks analysis soft. It cam import data too, so can be used with other data logger. Bills usually very helpful ... and Im sure he could help out with either of the above wideband kits. Adam Edited by - Adam on 30 Sep 2005 23:24:56

I think Mikes right .... Ive used various data loggers (although not a DL1) and found the tacho drive signal works. I would not connect any extra wires etc to the crank signal - if any noise gets into this signal the ecu will get very confused

All or most copies from July 99 to Feb 02 (approx 25 issues). p/p or collect from me + whatever you can to Leukamia fund. Edited by - adam on 18 Sep 2005 15:46:59

I got most (if not all?) of the CCC magazines from June 99 to late 03 up for gaps. Yours for £20 + p/p or collect in Bristol area.

MEMS EU3 style ECU - good for Emerald project? http://cgi.ebay.co.uk/mg-zr-160-ecu-rover-25-200_W0QQitemZ4569171939QQcategoryZ10414QQrdZ1QQcmdZViewItem

It you just want a 5V supply for the TPS itself ... then the LM1 can supply this. Check the LM1 manual, but I think its on the same plug/socket as the analogue inputs.

If you (Myles?) go to the trouble of using a wideband lambda sensor, it might be worth considering a "O2 sensor safe" type of silicon, eg Loctite 5920.

With the new wideband stuff from Bill S, the MBE ECU can be setup to do adaptive mapping (same feature Dave mentioned on the EFI?). Basically you have a 3d target lambda map, and then the ecu will adjust the fuel to make the actual lambda reach target. There a re several maps within the ecu to setup rate of adjustment, and control under what conditions adaptation is allow , eg max throttle movement etc etc .... And it actually appears to work too . Now thats one feature I could imagine many Emerald users would like - although it might spoil the excuse for the RR curry trips . Ok, I imagine that once you've had the ecu mapped properly - and the comp maps like air temp etc etc are correct - then you shouldnt need to change the fuel map again. But it would be helpful in the case of initial mapping, an exhaust or cam timing change etc etc. Edited by - Adam on 20 May 2005 00:13:36

==== All in all I am very pleased! ==== Seems clear from all the feedback that getting an R300 re-mapped leaves the owner with a big 😬 .... myself included. However, its interesting to hear that the ignition is "so" different from other R300s. Im no expect on such things, but any "tuners" that Ive spoken to all say that the ignition map for most k-series (or any particular engine type) of a given cc will be very similar. From the +ve feedback, Im sure Steve knows his stuff ... I was just wondering if you think he meant your engine was "special" compared to the usual R300s, or is it a case of all R300s are different from each other? Did yours do the old "bunny hopping" tricks? ... and if so, did the tuneup help in this area?

Jason This might turn out to be a case of the blind leading the partially sighted, but ... Apart from taking the head off, you could check the cam to tappet gap in case one of the tappets has "lost" oil. Do a search and you find some info on this .... Or could the cam belt have slipped a tooth?? Think I saw the photos on how to check the cam timing on your site. Maybe a good idea to check? Sorry I cant be of any more help .... Edited by - Adam on 17 May 2005 23:01:51

Big thanks to Geoff, Dr John, and everyone else who made this day .... even got a fair dose on sunshine too

If you have a working map/injector set and what to rescale for a new set of injectors - maybe you could use the following to get a *rough* idea.... With the original setup, note the injector time, idle rpm running the engine at lambda 1.0. Either set the ecu to run closed-loop, or adjust injector time until the lambda "flips" from lean to rich. Next use the new injectors and adjust the injector time to get the engine to idle at the same rpm as before and at lambda 1.0. Note the new injector time. Possible problem withthis method is that you've only checked the scaling factor at low duty cycles ....