Re: 1984 Jaguar XJS V12 5.3L HE (11.5:1 CR)
Posted: Mon Nov 29, 2010 1:10 am
Ah, interesting! I've thought about building a VR sensor mount to go in place of the mechanical fan mount (similar situation with unused bolt holes) but that's quite a ways away from the crank. The factory mount would be easy to use if I installed the newer front cover, but it requires you to have the same odd design of trigger wheel where the fingers are bent over the damper assembly due to the placement of the VR sensor (forward about 1 cm or so from the body of the trigger wheel itself). I could design a pattern for whatever crank signal MS3 wants to see and get it cut, and then use the spare Marelli damper to hammer the fingers over. Or do what Philip suggested and use a Ford 3.0L EDIS trigger wheel and relocate the sensor. I can probably put the front cover back on the V12 currently on the stand to get some ideas, I haven't really spent a lot of time looking at it with all the other projects, so something might jump out at me.
I'm sorry to say I haven't watched any of the Megasquirt meet presentations, but I'll dig around for them online and check them out. I'd be up for starting a V12 development thread and signing up to test sequential injection on a MS3, do you mean on the MS3 development forum on msextra.com? One possible issue is that there aren't enough outputs on the MS3X card to fire more than 8 injectors and coils, but that could be overcome by using CAN to talk to a remote high current driver board. Or just using spare CPU outputs and designing a custom board which would probably be more compatible with the existing MS3 software. One of my shopmates is an engineer with NASA and so we have most of the board layout and fabrication equipment at the shop.
I'll upload the latest fuel-only calibration I have when I get into the office tomorrow, I've made some tweaks recently and have it running more or less as good as it's going to get without spark. Performance is good even when cold, although I'm on the lean side for warmup and accel enrichment since my smog pump isn't working. Let me know if you're feeling less lazy than I've been and start to play with spark control and I'll get off my rear and start working on that again. I don't drive the car much during the winter so it won't hurt to have it apart for a while.
The bungs on the fuel rail I have (presumably the same late XJ12 rail you have) are similar to those found on a GM TPI fuel rail, so something like this should work: http://www.summitracing.com/parts/SUM-220009B/. I wasn't able to get the return side to seal with an o-ring, so I ended up using a Parker hydraulic fitting with a square 14 x 1.5 mm fitting on one side and a male AN fitting on the other. I polished the face of the return bung on the rail and used a high-pressure metal/rubber sealing washer, and made my own lines using 5/16" and 1/4" thick-wall stainless tubing. The supply line makes a 180 degree turn and heads in front of the fuel rail over the A/C compressor (not very much room due to hood clearance) and the return line goes over the top of the fuel rail and heads straight for the fuel cooler. Here's an older picture: http://crosstalk.atomz.com/~ross/jagstu ... 0-1956.jpg with the original routing of the feed line, it's sense been re-done with a slightly lower and more form-fitting routing due to clearance issues but the path is more or less the same.
The injectors are 17 lb/hr at 3 bar, slightly less than the stock 5.3L HE injectors (17.2 lb/hr). They fit in the mounts about as well as the original 17 lb/hr or 18/lb hr Bosch injectors did except for the two front injectors which wouldn't seal using the original square o-rings. I used round o-rings for those injectors which were a bit of a pain to seat, but it does seal.
I'm sorry to say I haven't watched any of the Megasquirt meet presentations, but I'll dig around for them online and check them out. I'd be up for starting a V12 development thread and signing up to test sequential injection on a MS3, do you mean on the MS3 development forum on msextra.com? One possible issue is that there aren't enough outputs on the MS3X card to fire more than 8 injectors and coils, but that could be overcome by using CAN to talk to a remote high current driver board. Or just using spare CPU outputs and designing a custom board which would probably be more compatible with the existing MS3 software. One of my shopmates is an engineer with NASA and so we have most of the board layout and fabrication equipment at the shop.
I'll upload the latest fuel-only calibration I have when I get into the office tomorrow, I've made some tweaks recently and have it running more or less as good as it's going to get without spark. Performance is good even when cold, although I'm on the lean side for warmup and accel enrichment since my smog pump isn't working. Let me know if you're feeling less lazy than I've been and start to play with spark control and I'll get off my rear and start working on that again. I don't drive the car much during the winter so it won't hurt to have it apart for a while.
The bungs on the fuel rail I have (presumably the same late XJ12 rail you have) are similar to those found on a GM TPI fuel rail, so something like this should work: http://www.summitracing.com/parts/SUM-220009B/. I wasn't able to get the return side to seal with an o-ring, so I ended up using a Parker hydraulic fitting with a square 14 x 1.5 mm fitting on one side and a male AN fitting on the other. I polished the face of the return bung on the rail and used a high-pressure metal/rubber sealing washer, and made my own lines using 5/16" and 1/4" thick-wall stainless tubing. The supply line makes a 180 degree turn and heads in front of the fuel rail over the A/C compressor (not very much room due to hood clearance) and the return line goes over the top of the fuel rail and heads straight for the fuel cooler. Here's an older picture: http://crosstalk.atomz.com/~ross/jagstu ... 0-1956.jpg with the original routing of the feed line, it's sense been re-done with a slightly lower and more form-fitting routing due to clearance issues but the path is more or less the same.
The injectors are 17 lb/hr at 3 bar, slightly less than the stock 5.3L HE injectors (17.2 lb/hr). They fit in the mounts about as well as the original 17 lb/hr or 18/lb hr Bosch injectors did except for the two front injectors which wouldn't seal using the original square o-rings. I used round o-rings for those injectors which were a bit of a pain to seat, but it does seal.