ECU/MPS Compatibility for 2056, D-Jet Experts? |
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ECU/MPS Compatibility for 2056, D-Jet Experts? |
BeatNavy |
Feb 17 2015, 05:26 PM
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#1
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Certified Professional Scapegoat Group: Members Posts: 2,924 Joined: 26-February 14 From: Easton, MD Member No.: 17,042 Region Association: MidAtlantic Region |
Getting everything together to install a 2056 into my '72 and swap out the steady, reliable 1.7L I've been running. The 2056 is '73 but came with '74 ECU/MPS combo. The part numbers are 049 on the MPS and 044 on the ECU. Sometimes I'm not sure if I read that ECU/MPS compatibility table on Anders D-Jet site correctly. Is the 049/044 a winning combination?
Also, I've read here that a 2056 really should run with an adjustable MPS. A couple of months ago I converted my 1.7L MPS to adjustable with the Tangerine kit. Any thoughts on whether I could effectively run my MPS (007) just by adjusting it appropriately, or are there other compatibility issues? Or do I need to make that '74 MPS adjustable? Thanks for the help. |
pbanders |
Nov 19 2015, 01:15 PM
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#2
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Senior Member Group: Members Posts: 939 Joined: 11-June 03 From: Phoenix, AZ Member No.: 805 |
I haven't got much to add, Bleyseng and Bowlsby know more about how to adjust MPS's than I do now! Only thing I'd say is that my LCR data should be used to just get an MPS initially set up, especially with modified engines. The gold standard should be to adjust the MPS while running the car on a dyno with a shop-quality gas analyzer measuring the AFM. Bowlsby and Bleyseng can comment, but my take is to do the main mixture adjustment under part-load at 2 or 3 engine speed settings (e.g. 2000 rpm and 3000 rpm) and set it to 13.7:1, and to do the full-load adjustment to 12:1. I do mine on the road with my less-than-shop-quality AFM and I've gotten good results.
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worn |
Feb 16 2016, 10:09 AM
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#3
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can't remember Group: Members Posts: 3,157 Joined: 3-June 11 From: Madison, WI Member No.: 13,152 Region Association: Upper MidWest |
I haven't got much to add, Bleyseng and Bowlsby know more about how to adjust MPS's than I do now! Only thing I'd say is that my LCR data should be used to just get an MPS initially set up, especially with modified engines. The gold standard should be to adjust the MPS while running the car on a dyno with a shop-quality gas analyzer measuring the AFM. Bowlsby and Bleyseng can comment, but my take is to do the main mixture adjustment under part-load at 2 or 3 engine speed settings (e.g. 2000 rpm and 3000 rpm) and set it to 13.7:1, and to do the full-load adjustment to 12:1. I do mine on the road with my less-than-shop-quality AFM and I've gotten good results. It is wonderful to see a hero post this. Thanks so much for all you put together. (IMG:style_emoticons/default/pray.gif) My $0.02 is that when I needed a replacement cam I decided to step up to a modified Webcam and increased the compression ratio. So easy to do while you are at it. I have no comparison data but I believe that made it harder to set the MPS for optimal running. I have to run rich to make it run cool. I bought an inductance meter on ebay and found that a stock unit ran just as you said it would. My own MPS had lost the original settings during disassembly and I managed to tune it according to your graph, making multiple graphs from different units and after tuning on the car. The initial setting made the car turn over, but I had to tweet it after that with multiple trips around the block in between. I drilled the cap and made my own tools, but they are just what you can buy. I wish I could log vacuum and my gauges so as to get A/F and CHT along with vacuum and RPM. I keep swerving off the road when I look at the many gauges added on. Thanks again! |
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