One additional tip: In addition to adding the copper mesh shield, it is also HIGHLY recommended that you remove the onboard 5V linear regulator from the back of the Arduino Nano before installing it. This regulator is not needed when an external 5V supply is provided, and the "VIN" pin to this regulator is left floating on the Arduino Nano design, which can cause the regulator to short to ground. The regulator can be de-soldered, or clipped off at the leads using sidecutters.
could i use the same arduino And your code for the bike-motorcicle efi system to switch to , but my bike already has the ecu and is carburated is a honda cb600f from year 2004?
This is excellent work. I might consider adapting this to run my 1930 Ford Model A with it "concealed" in period appropriate parts so that it looks carbureted.
Hi, can you specify which transistors are pnp and which ones are npn? I can’t seem to find that specification and they are only labeled T3-T8 on the board. Thank you.
I discovered this video a few days ago after a search which I carry out every now and then on DIY EFI. I was immediately impressed with the quality of the video, and even more impressed with the quality of the Arduino program. The program is written how I was taught to program 40 years ago, well laid out and everything fully commented, unlike how I actually write programs now! I loaded the program onto an Arduino Nano, rigged up some LED's to observe the outputs (as well as my oscilliscope), a variable resistor for a MAP input and a wave generator for a crank trigger input. It works beautifully. One thing will have to be modified before I try it out on an actual engine is the fuel pump is not switched on when the engine is running, something I reckon that even I will be able to modify in the code. I eagerly look forward to any future updates!
So great! I love this! I’d love to see you colab with Wesley Kagan who does similar home brew projects in town! Great work and I love how gangster you are for peeling out in a school parking lot😂
I'm looking forward to seeing updates on this project in the future. I used your previous videos on the buggy as a guide for creating my own single cylinder Arduino ECU, but due to time constraints while in school I was not able to finish the project. Do you have any plans to make this project open to other engines and applications as well? Could, or would you be interested in building one for a six cylinder application? Does the Nano have enough ram, memory, and IO for the extra cylinders?
The existing system very well might work with a 6-cylinder engine as-is. Really the only limiting factor is the ability for the spark timing to accurately follow the distributor pulses. There's a "pulsesPerRevolution" term in the code that can be adjusted based on how many distributor pulses are expected for each engine revolution, and this can be arbitrarily configured. For a 6-cylinder engine, I believe this value would need to be set at 3.
All the files (software as well as PCB) for both the single-coil and 4-coil ECM designs can be found here: github.com/JohnPattersonConsulting/DuneBuggyEFI If you'd like to reach out for more information, you can also email john@johnpattersonconsulting.com. Thanks!
The main advantage of speed-density over alpha-n is that there is no need to map/tune throttle position vs. airflow over a wide RPM range. MAP sensors can also be installed using direct connection to the manifold, so there is no need for a throttle body with throttle position sensor. There is still some tuning to perform even for speed-density, because volumetric efficiency is not 100% on any engine.
Nice design! Yep beefier MOSFET take more beating, but also need lot transistors to drive them with 10V, when IRL540 need only 5v in gate can forget whole 10v line and gate driving transistors. By my undertanding, MOSFETs are not gonna handle near 600V. If need so mush to take voltage, why not use thyristor like BT151. Drawn this schematic arlready ang gonna make simpler verion with IRL540's, maybe put 2 of them parellel if need really high current. Probably adding some optional input and output just in case, so many unused pins left.
Great in-depth video!! You mentioned a lot of things I don't know and I want to learn more about the things now. Do you do similar things as a day job? I ask because I feel like this video would serve as a great display of skill for a resume
Nice work. Just an observation, I think your map sensor port on your manifold should be below your throttle butterfly to properly sense vacuum. Should make tuning and throttle response a whole lot better. You can also add in accelerator pump functionality according to rate of change of your MAP signal. This of course unless there is an internal port going from that connection above the butterfly to bellow the butterfly which makes my observation a waste of every ones time :=).
Great observation! In fact, there actually is a passage in the Zenith throttle body for vacuum take-off, and I have my MAP port aligned to it (see www.ebay.com/itm/154214676001 ) I actually do have a rate-of-change-of-MAP in the program code! However, I found that the acceleration was smooth enough without the extra fuel, and adding any additional fuel on MAP pressure increase tended to cause over-enrichment. I suspect some fuel gets condensed on the bottom of the manifold while cruising/idling, and this likely gets pulled in all at once when the throttle is opened quickly, thus negating the need for extra accelerator pump fuel.
You can adjust the engine parameters in lines 42-60, and the AFR table can be updated on lines 93-102 on the Arduino program on GitHub. Hopefully this helps!
Awesome - I enjoyed so much watching all your DIY videos, thanks for making them for us. I may have missed it but I am not sure if at the end you kept your fuel return system or did you remove it?
I still have the fuel return system in place. Currently I draw fuel from the top of the tank using an immersed fuel sock, and I return the excess from the regulator through the bottom of the tank. This configuration is good because it prevents whirlpool formation at the bottom of the tank. Right now I have the regulator at the front of the car, so I do have a fairly long run of fuel line to the injectors at the rear. There is some load-dependent pressure drop over the line, but it can be fairly easily compensated out in the AFR table.
Awesome Sauce! What fuel are you currently using? Is it e51, or e85, or ??? Also, do you experience much throttle lag? It's difficult to tell by the video, but appears you have solved almost all of that. Thanks for sharing and thanks for providing your files on github. Really nice work! Love it!!
I'm currently runnning 89 octane pump gas, but with the larger injectors it should be able to run E51 or E85 with an adjustment to the fuel_comp term. Yes, the two things I did that really improved the lag were to add the AFR table, and also to increase the injector frequency to about 30 Hz for. Both provided a major advantage in reducing the lag, even without the need for the additional rate-of-change-of-MAP.
@@mikedavis5784 Good catch, that was from an older version of the design where the components of the XL6009 unit were soldered directly to the board. I've updated the BOM to remove this, as it is no longer necessary.
Me parece genial, aquí en México tenemos sistemas efi de fabrica pero no son muy queridos por su baja opción de programación, sin embargo las partes como la admisión y el riel de inyectores se pueden conseguir e implementar tu ecu, muy buen trabajo, espero implementar el mio pero con 4 inyectores
Using a TPS and engine RPM (Alpha-N control) requires empirical measurement of the airflow at multiple throttle positions and engine RPMs in order to build out a reference table for airflow calculation. This requires specialized airflow measurement tools and most likely dyno time. The obtained table will also be highly engine-specific, and will need to be changed with any modification to the intake or even operating altitude. While I wouldn't recommend alpha-N control for this system, you can learn more about it and potentially implement it on your car based on this link: tunertools.com/pages/load-control-and-calculation
With some slight adjustment to the code, you can definitely use this board to test fuel injectors. The output duty cycle can be set to any value 0-100%, and the board is both Arduino-compatible and has the MOSFET to drive the injector (s)
This board has a 150-ohm internal pullup resistor (R8) to +12V on the points input, but the input logic should work with a 5V square wave. If you want to remove this pullup resistor to reduce the current sinking requirements of your distributor circuit, you can remove it.
Which transistors positions are the PNP and which are the NPN? I'm sure I should know how to figure this out, but I don't yet. I just received my PCB's and started assembling :-) Thanks for the design and videos!
Just a note, I know in this specific situation it's not relevant but rev limiting using spark suppression is fine except if there is a catalytic converter involved. Unburnt fuel in a hot Cat' will make it overheat and destroy it. By the way, the Bosch Automotive Handbook contains a wealth of useful information. At 9:22, Iyou could do away with the 'boost converter module' by using logic level FETs, the injectors are specced down to 6v (lets face it the engine won't be cranking at this voltage, I seem to remember the minimum spec for vehicle electrics is 9 volts). Include an inductor in the supply rail, that'll dampen most transients.
Good point about damaging the catalytic converter, it makes sense that the unburnt fuel would get oxidized in the converter and would heat it up rapidly (if I had one installed). In this case I was a bit paranoid about entering a lean burn condition, and I figured the rev limiter would only be used in short, infrequent events. My main concern with cutting both spark and fuel was that if the fuel mixture became lean enough to detonate, it might ignite without a spark, causing detonation at the worst possible time (at redline). The Bosch Automotive Handbook sounds like a great resource, I will definitely check it out!
I would love for you to help me properly program it for an aircraft, I have a EZ30 H6 (original) installed in a aircraft, currently it runs on the stock ECU however would love to do a custom ECU and programming specifically to configure for this application
I would suggest not using this system in an aircraft application, as such a use case requires a higher standard of reliability than a road car, and consumer-grade electronics such as the ones used here are not suitable for the application.
Great job sir, I spent quite a bit too much money to get my turbo efi bug put together using a microsquirt 3.0. Im still working out the kinks and havent gotten it to start yet lol.
Thank you! Although I've never worked with turbocharged engines, one tip I would suggest is to ensure your MAP sensor (if you are using one) is compatible with both boost (positive pressure) and vacuum (negative pressure). Unlike naturally-aspirated engines, turbocharged and supercharged engines can develop manifold pressures higher than atmospheric when boosting. Also, be sure the ECU is able to correctly interpret the MAP signal as positive and negative, respectively. Good luck with your project!
It should work, assuming you can get a pulse-train ignition signal from the magneto or other ignition signal source. You'd have to adjust the value of pulsesPerRevolution to match the magneto or ignition pickup output, which I believe is 1 pulse per revolution on most single-cylinder engines. Other than that, you would also need to adjust the displacement value to match your engine.
Nice work!! I myself work on ECU/EMS systems on heavy equipment and off-road IC/EV engines so I have a Great appreciation for people like you! Thank you for sharing.
I set the centrifugal advance constant in the program to 0 degrees/RPM, so the advance in the distributor is perfectly OK to have still. It would also be OK to lock it out and set a nonzero value in the program 👍
Good day. I would like to clarify. Why do you need two nozzles and sufficiently high performance? Wouldn't one injector be enough for the same engine? Thank you.
Yes, it would definitely be possible to implement the system using SMD components! For this one, I used THT parts to make the open-source boards as easy as possible to assemble. It could be made a lot more compact with SMD parts, and I would even opt to put the ATmega328p and associated support electronics directly on the board if I took this approach 👍
Hi again, sorry to be a pain but can you please explain how you derived: "const double R_Liter_Pascal_Kelvin = 8314.0" in your code? I have a four bar MAP sensor measuring boost and need to alter your code to reflect that change if possible? I'm new to GitHub also. I created a fork with my altered code added. I will watch tutorials to learn how to correctly use the platform. My sincere apologies if I have encroached. Cheers Scott.
R_Liter_Pascal_Kelvin is the ideal gas constant used in PV=nRT. You should adjust vacuum_ADC_value and Pascals_Per_ADC_Unit to set your MAP sensor parameters. Arduino ADC inputs have 10 bits of resolution, and return values from 0-1023 representing voltages from 0V to V_REF (which is 5V by default, and can be changed). vacuum_ADC_value is the ADC value returned when the MAP sensor is at hard vacuum (0 PSIA), otherwise known as the offset. Pascals_Per_ADC_Unit is the number of Pascals of pressure represented by every ADC number unit. You can measure this empirically or derive it. For a 4-bar (400000 Pa) absolute pressure sensor, assuming an output range of the full ADC range ( 0-5V), the nominal value for Pascals_Per_ADC_Unit should be 400000/1023 = 391, but the exact value may need to be trimmed based on the accuracy of the sensor.
Would it be possible to use this for a single cylinder honda style engine? I would be very much interested in making a fuel injected generator with this :D
If the engine has a points-type system on the magneto, then it should be possible to use this system. The board has an internal pullup resistor, and it can be connected to any "pull-to-ground" switch for ignition timing and RPM sensing. The only issue you may encounter would be due to the small delay between the points opening and the coil firing, as the coil takes a small amount of time (1 millisecond) to charge and fire after it sees the points state change. If the engine has fixed points timing, the ignition may fire slightly late as compared to the original magneto.
@@DielectricVideosthank you for the quick reply! Unfortunately the engine has a magneto ignition system without any points, they sadly got rid of the points on the modern engines. Do you think it would be possible to install a sensor that grounds the input to the ECM somehow else? Or does that not work?
Looking at the code I'm curious why you don't make use of timer interrupts and interrupts in general? Seems like a good application for them but I only know enough about programming to be dangerous lol.
I initially used interrupts, but found they were prone to false triggering. There is a huge amount of spurious noise everywhere in the ECU application, so I found polling to be a lot more reliable. With polling, the likelihood of the sample being measured at the exact time of a transient is much lower (though it does occasionally happen).
Do you think it would be safe to return fuel supply to zero at zero throttle input or under braking, and auto catch the engine from stalling once idle rpm is reached by reintroducing idle fuel quantity? I'm wanting to build a Diesel Turbo piggy back based on your code and using OEM injector pulse in place of the points. Since fuel quantity == throttle in a diesel, this creates a runaway loop if fueling is based solely on MAP and RPM . I need to use TPS to prevent runaway. Any implementation suggestions would be wonderful? DC x TPS as a factor 0-100%? with idle catcher.
I think that could work well, as it would basically behave like a 'hit and miss' engine while coasting down. I'd also suggest using accelerator pedal position as the primary fuel delivery input, then trim the fuel as needed using RPM and MAP values. The simplest system would be 1:1 TPS to duty cycle, but in reality there will likely be adjuments from RPM and MAP pressure to avoid overly rich or lean burn given the conditions.
@@DielectricVideos Thank you for your reply. I've had a go at it (accelerator pedal pot as input) and created a fork. I'm just a novice so I'm still working on the code to allow zero injector_ dc until idle catch. It's all fun stuff to me.
Thanks for these uploads. I wish you could help me with my dilemma, i am trying to convert an old point system to semi conductor using nchannel and pchannel mosfet, my 640n mosfet keeps on burning. Could you please give me an idea how i can protecr the mosfets? Thanks.
Try adding a small resistance in series with the condenser, for example, 4.7 ohms. This will prevent an overcurrent condition when the MOSFEt first switches on. Also be sure you are using a high-resistance coil. If you want to use a low-resistance HEI coil, you need a pulse generator to limit the on-time of the coil.
Hi, can I ask what cc your engine is? I'm really interested in doing this to my classic mini. As I've been looki g at ways to remove the carb. Other than this, the cheapest option looks like a full engine swap. My car only has 1 carb as its a 998cc 4 cylinder. I am wondering if one injector would work, that way I could conceal it in a Faux carb to keep the look and use it like the carb needle spraying in the same location. I've been following this since you started and it has come on leaps and bounds. I'm really impressed. You've done an amazing job! Keep it up and I can't wait for more!
My current engine is a 1776cc, but I have successfully run a very similar system on an old 1192cc VW engine as well! I think a single injector should be adequate for your Mini engine, provided it is a fairly high-flow injector like the one I have listed in the Bill of Materials. Sounds like a really cool project, I hope to hear how it goes!
@@DielectricVideos well, companies in the UK are expensive! Around £60 for a single board! That's close to $80. I looked at the company you used and I can get it made, and shipped to the UK for £5.38. That's around $7. I guess the brain of my mini will be interlectually and physically American!
Yep, although it's shimmed to the max. The belt on there came with the engine and had been sitting for many years, so I think it either expanded, or was the wrong size to begin with. I have a replacement one that's a closer fit, so I'll probably put it in soon 👍
I've made quite a bit of progress on the 4-coil system since filming this video, and I actually have the new ECU mounted in a more solid enclosure inside the cabin/body now! That being said, the enclosure in the video did hold up to about 2000 miles of roadservice, including quite a bit of idling in 90+ degree weather last fall, so it didn't turn out to be much of an issue in any case 👍
I'm doing a project on conversion of Suzuki volty 250 to EFI System. can you please give me support on running the injector. its single-cylinder engine. I have taken the RPM signal well. but the amount of fuel is not enough. (doing with Arduino Nano) can you please send me a code for run the injector... thank you
Here's where I posted the code that I use on my car, assuming you want to do both ignition control and injection control: github.com/JohnPattersonConsulting/DuneBuggyEFI/tree/main/EFI%2BIgnition/Arduino%20Code If you just want to do injection control, you can use this code: github.com/JohnPattersonConsulting/DuneBuggyEFI/blob/main/MAP_EFI_V2.1.ino For your Suzuki Volty, there are a few adjustments to the program constants that will need to be made. In particular, line 24 [line 26 in the injection-only code] (pulsesPerRevolution) will need to be changed to reflect the number of ignition pulses your distributor points give per engine revolution, line 48 [line 27 in the injection-only code] (displacement_Liters) will need to be changed to the displacement of your engine, and line 50 [line 28 in the injection-only code](injector_MaxGramsPerMinute) will need to be updated to the total capacity of your injector at the operating fuel pressure, in grams per minute. There are a few other constants to adjust for things like idle duty cycle, ignition timing advance, and AFR table values once you are ready to fine-tune the system.
We did these all adjustments in the code that you given. But the engine didn’t start. We are using a denso MAP sensor (079800-5690). Is there any changes have to do Due to that MAP sensor ??
@@heshanthalpawila561 First be sure the engine starts when supplied manually with fuel from a spray can or other source. If it does, next check that the activity LED changes form flashing (stalled) to steady (engine running). If the LED is steady and there is still no fuel being supplied, check injector wiring. Because there is a minimum idle injector duty cycle, as long as the ECU detects the engine turning, some amount of fuel should be delivered regardless of the MAP sensor state.
Very kool bro but I am asking if this design can use in 4 cylinder engine I am engineer that building hho generator and circuit too but I am interested to know what I'd best to do to reduce injection timer so I get little gas sprayed
If you have a 2-sensor digital ignition timing signal available, such as that provided by the optical board I designed, it is possible to use this system with any 4-cylinder gas engine. The board only supports one injector control channel, so you would need a single fuel injector or bank of concurrently operated fuel injectors. There is also an auxiliary output that you could use for the HHO delivery valve, but you would need to write custom firmware to control the metering as you need it.
sir，Optical_Spark+Power_Buggy_4Coil（S1）（ S2）（ T） which access （optical points） Optical_Spark+Power_Buggy_EFI （S1）（ S2）（ T） who access （points） 6：10-6：12 Optical_Spark five wires where to connect？english from translation Please forgive me
Possibly. The key to operating a diesel engine is the correct timing of the injectors, as the injection timing is what initiates the combustion stroke. If this board were used to drive diesel injectors, it would be necessary to synchronize the injector with a known crank position source. Unlike a gas engine, there is no need to perform AFR calculations, as the diesel engine operates with unrestricted airflow in a lean-burn condition. The injector on-time would be synonymous with throttle position, and as a result, could be obtained from a pedal encoder or potentiometer. If your intention is to use diesel solenoid injectors on a gas engine, then it will most likely not work. Diesel solenoid injectors typically operate at extremely high pressures (10,000s of PSI), and they are also lubricated by the diesel itself. As a result, they would not work well with a low-pressure gasoline system.
@@DielectricVideos Interesting! do you think a signal could be taken from the existing diesel injector driver circuit in place of the distributor for timing, and then be manipulated to extend/shorten output injector pulse duration according to throttle position?
@@scottneels2628 Typically diesel engines operate in lean combustion with no air throttling, and instead throttle only by fuel delivery. For a diesel cycle, it may be better to simply pick up accelerator pedal position using a potentiometer or "pedal by wire", then convert it to an injector PWM signal. You might be able to do this with just a 555 chip and a MOSFET.
Based on the price of the components today, I estimate the total component cost to be about $30.77 and the PCB cost to be about $7.10, for a combined ECM cost of about $37.87. It takes about an hour to assemble one, so consider the value of your time as well. Note that this cost does not include the wiring, coilpack, fuel injectors, fuel line, pump, filter, etc. and is only reflective of the ECM cost. The shipping costs are also not included in this calculation, and prices of components may vary from day to day.
@@DielectricVideos My motorcycle is a boxer engine with 180° trigger. I want to modify your Optical_Spark_V2.0. What software did you use to edit? protel 99se autodesk eagle Altium Designer Summer 09
Would a throttle position sensor simplify the system? I think this would be great for old motorcycle engines that use difficult to tune side draft carbs. Having used a Holley EFI system. (Terminator X) I understand most of what you are doing here. Specific components like injectors and sensors have different values. Injectors, especially, have differing values based on voltages to the system. Isn't an Arduino Nano underkill? Wouldn't a ATMega32 be a more capable chip? I can't wait to see and hear more. Very interesting.
The TPS would be helpful for faster response, though either MAF (mass airflow) or speed-density (MAP/RPM) would still be needed to get the fuel metering correct. Since it's not such a fast system, the 328p is adequate for now, but a faster IC would be useful for engines that rev higher or have more cylinders. The 4-coil system I'm working on actually uses 2 Nanos to split the load on fuel metering and spark timing, but I'm also looking into running an ESP32 as the MCU so that I can run a small web server on it to do realtime engine monitoring!
I would use a "Blue Pill" development board based on STMicroelectronics’ STM32F103C9T6 microcontroller that has an ARM Cortex-M3 32bit core that runs at 72MHz max. Software libraries are available that allow users to program the chip using the Arduino IDE.
I was actually thinking of designing a new version of the system in the future to use an ESP32 board with WiFi. I would run a small web server on one of the ESP32's cores, the use the other core for engine management. As a result, I could show key engine parameters on an in-car tablet connected to an in-car network. It's just an idea, but I think it would be really cool to try at some point!
It may be interesting to modify the arf table in a graphical environment, I'm still a bit intrigued with an injection synchronized with the engine, but with what I've been researching, it wouldn't be easy
One additional tip: In addition to adding the copper mesh shield, it is also HIGHLY recommended that you remove the onboard 5V linear regulator from the back of the Arduino Nano before installing it. This regulator is not needed when an external 5V supply is provided, and the "VIN" pin to this regulator is left floating on the Arduino Nano design, which can cause the regulator to short to ground. The regulator can be de-soldered, or clipped off at the leads using sidecutters.
could i use the same arduino And your code for the bike-motorcicle efi system to switch to , but my bike already has the ecu and is carburated is a honda cb600f from year 2004?
Wait this isn't even speeduino just running an arduino thats crazy amount of work but i have very limited arduino programming
I wonder why I've never seen this wonderful video until now. Thank you so much, Sir.
This is excellent work. I might consider adapting this to run my 1930 Ford Model A with it "concealed" in period appropriate parts so that it looks carbureted.
I’m 41, and the first vehicle I ever drove on the street was a 1931 Model A, at 14. 👍
Hi, can you specify which transistors are pnp and which ones are npn? I can’t seem to find that specification and they are only labeled T3-T8 on the board. Thank you.
I discovered this video a few days ago after a search which I carry out every now and then on DIY EFI. I was immediately impressed with the quality of the video, and even more impressed with the quality of the Arduino program. The program is written how I was taught to program 40 years ago, well laid out and everything fully commented, unlike how I actually write programs now! I loaded the program onto an Arduino Nano, rigged up some LED's to observe the outputs (as well as my oscilliscope), a variable resistor for a MAP input and a wave generator for a crank trigger input. It works beautifully.
One thing will have to be modified before I try it out on an actual engine is the fuel pump is not switched on when the engine is running, something I reckon that even I will be able to modify in the code.
I eagerly look forward to any future updates!
Thank you! I really appreciate it! I hope it performs nicely for you!
Amazing John, an amazing job, you deserve all the appreciation, my dear friend. Always ahead Your friend Hamada from Egypt
So great! I love this! I’d love to see you colab with Wesley Kagan who does similar home brew projects in town! Great work and I love how gangster you are for peeling out in a school parking lot😂
I'm looking forward to seeing updates on this project in the future. I used your previous videos on the buggy as a guide for creating my own single cylinder Arduino ECU, but due to time constraints while in school I was not able to finish the project. Do you have any plans to make this project open to other engines and applications as well? Could, or would you be interested in building one for a six cylinder application? Does the Nano have enough ram, memory, and IO for the extra cylinders?
The existing system very well might work with a 6-cylinder engine as-is. Really the only limiting factor is the ability for the spark timing to accurately follow the distributor pulses. There's a "pulsesPerRevolution" term in the code that can be adjusted based on how many distributor pulses are expected for each engine revolution, and this can be arbitrarily configured. For a 6-cylinder engine, I believe this value would need to be set at 3.
@@DielectricVideos Nevermind, should have read the comments first. Thank you sir.
I would like information on how to contact you to get the ecu board and the list of components that go on the board.
All the files (software as well as PCB) for both the single-coil and 4-coil ECM designs can be found here: github.com/JohnPattersonConsulting/DuneBuggyEFI
If you'd like to reach out for more information, you can also email john@johnpattersonconsulting.com.
Thanks!
You are doing an absolute great job!
Was there an advantage to this system over Alpha-N?
The main advantage of speed-density over alpha-n is that there is no need to map/tune throttle position vs. airflow over a wide RPM range. MAP sensors can also be installed using direct connection to the manifold, so there is no need for a throttle body with throttle position sensor. There is still some tuning to perform even for speed-density, because volumetric efficiency is not 100% on any engine.
Nice design! Yep beefier MOSFET take more beating, but also need lot transistors to drive them with 10V, when IRL540 need only 5v in gate can forget whole 10v line and gate driving transistors. By my undertanding, MOSFETs are not gonna handle near 600V. If need so mush to take voltage, why not use thyristor like BT151. Drawn this schematic arlready ang gonna make simpler verion with IRL540's, maybe put 2 of them parellel if need really high current. Probably adding some optional input and output just in case, so many unused pins left.
Great in-depth video!! You mentioned a lot of things I don't know and I want to learn more about the things now. Do you do similar things as a day job? I ask because I feel like this video would serve as a great display of skill for a resume
Nice work. Just an observation, I think your map sensor port on your manifold should be below your throttle butterfly to properly sense vacuum. Should make tuning and throttle response a whole lot better. You can also add in accelerator pump functionality according to rate of change of your MAP signal. This of course unless there is an internal port going from that connection above the butterfly to bellow the butterfly which makes my observation a waste of every ones time :=).
Great observation! In fact, there actually is a passage in the Zenith throttle body for vacuum take-off, and I have my MAP port aligned to it (see www.ebay.com/itm/154214676001 )
I actually do have a rate-of-change-of-MAP in the program code! However, I found that the acceleration was smooth enough without the extra fuel, and adding any additional fuel on MAP pressure increase tended to cause over-enrichment. I suspect some fuel gets condensed on the bottom of the manifold while cruising/idling, and this likely gets pulled in all at once when the throttle is opened quickly, thus negating the need for extra accelerator pump fuel.
I try to greatcorola but feul very much in the blok. How tuner afr, tanks.
You can adjust the engine parameters in lines 42-60, and the AFR table can be updated on lines 93-102 on the Arduino program on GitHub.
Hopefully this helps!
Do you selling your elect module.
They're currently not for sale, but you can view and use all the files needed to build a system here: github.com/JohnPattersonConsulting/DuneBuggyEFI
Awesome - I enjoyed so much watching all your DIY videos, thanks for making them for us. I may have missed it but I am not sure if at the end you kept your fuel return system or did you remove it?
I still have the fuel return system in place. Currently I draw fuel from the top of the tank using an immersed fuel sock, and I return the excess from the regulator through the bottom of the tank. This configuration is good because it prevents whirlpool formation at the bottom of the tank.
Right now I have the regulator at the front of the car, so I do have a fairly long run of fuel line to the injectors at the rear. There is some load-dependent pressure drop over the line, but it can be fairly easily compensated out in the AFR table.
Awesome Sauce! What fuel are you currently using? Is it e51, or e85, or ??? Also, do you experience much throttle lag? It's difficult to tell by the video, but appears you have solved almost all of that. Thanks for sharing and thanks for providing your files on github. Really nice work! Love it!!
I'm currently runnning 89 octane pump gas, but with the larger injectors it should be able to run E51 or E85 with an adjustment to the fuel_comp term. Yes, the two things I did that really improved the lag were to add the AFR table, and also to increase the injector frequency to about 30 Hz for. Both provided a major advantage in reducing the lag, even without the need for the additional rate-of-change-of-MAP.
I saw a 33uh 4.4A 91Mohm inductor listed on your BOM, but didn't see it populated on the PCB. Is that component still utilized? Thanks!
@@mikedavis5784 Good catch, that was from an older version of the design where the components of the XL6009 unit were soldered directly to the board. I've updated the BOM to remove this, as it is no longer necessary.
perfect explanation, impeccable video, I loved it....I would love to see a video explaining the firmware
Me parece genial, aquí en México tenemos sistemas efi de fabrica pero no son muy queridos por su baja opción de programación, sin embargo las partes como la admisión y el riel de inyectores se pueden conseguir e implementar tu ecu, muy buen trabajo, espero implementar el mio pero con 4 inyectores
I have a question, how to get the map sensor constant, basically to be able to implement any map sensor
liked and subbed! Looking forward to progress.
Can you convert code so that instead of MAP sensor, you can use TPS sensor?
Using a TPS and engine RPM (Alpha-N control) requires empirical measurement of the airflow at multiple throttle positions and engine RPMs in order to build out a reference table for airflow calculation. This requires specialized airflow measurement tools and most likely dyno time. The obtained table will also be highly engine-specific, and will need to be changed with any modification to the intake or even operating altitude. While I wouldn't recommend alpha-N control for this system, you can learn more about it and potentially implement it on your car based on this link: tunertools.com/pages/load-control-and-calculation
Hi guy, is very nice this. Have you a implementation of fuel injection test module over Arduino? Maybe something about Injection switch circuit
With some slight adjustment to the code, you can definitely use this board to test fuel injectors. The output duty cycle can be set to any value 0-100%, and the board is both Arduino-compatible and has the MOSFET to drive the injector (s)
Tidy code man! Thank you, I learnt a lot reading it.
I have a question my distributor has output of 5 volt positive Square wave will this work with my distributor
This board has a 150-ohm internal pullup resistor (R8) to +12V on the points input, but the input logic should work with a 5V square wave. If you want to remove this pullup resistor to reduce the current sinking requirements of your distributor circuit, you can remove it.
Which transistors positions are the PNP and which are the NPN? I'm sure I should know how to figure this out, but I don't yet. I just received my PCB's and started assembling :-) Thanks for the design and videos!
The NPN transistors are T3, T5, and T7, and the PNP transistors are T4, T6, and T8. Thank you!
Awesome!! Great job!! Thanks for sharing!
Just a note, I know in this specific situation it's not relevant but rev limiting using spark suppression is fine except if there is a catalytic converter involved. Unburnt fuel in a hot Cat' will make it overheat and destroy it. By the way, the Bosch Automotive Handbook contains a wealth of useful information. At 9:22, Iyou could do away with the 'boost converter module' by using logic level FETs, the injectors are specced down to 6v (lets face it the engine won't be cranking at this voltage, I seem to remember the minimum spec for vehicle electrics is 9 volts). Include an inductor in the supply rail, that'll dampen most transients.
Good point about damaging the catalytic converter, it makes sense that the unburnt fuel would get oxidized in the converter and would heat it up rapidly (if I had one installed).
In this case I was a bit paranoid about entering a lean burn condition, and I figured the rev limiter would only be used in short, infrequent events.
My main concern with cutting both spark and fuel was that if the fuel mixture became lean enough to detonate, it might ignite without a spark, causing detonation at the worst possible time (at redline).
The Bosch Automotive Handbook sounds like a great resource, I will definitely check it out!
I would love for you to help me properly program it for an aircraft, I have a EZ30 H6 (original) installed in a aircraft, currently it runs on the stock ECU however would love to do a custom ECU and programming specifically to configure for this application
I would suggest not using this system in an aircraft application, as such a use case requires a higher standard of reliability than a road car, and consumer-grade electronics such as the ones used here are not suitable for the application.
what is the name of this Arduino
Great job sir, I spent quite a bit too much money to get my turbo efi bug put together using a microsquirt 3.0. Im still working out the kinks and havent gotten it to start yet lol.
Thank you!
Although I've never worked with turbocharged engines, one tip I would suggest is to ensure your MAP sensor (if you are using one) is compatible with both boost (positive pressure) and vacuum (negative pressure). Unlike naturally-aspirated engines, turbocharged and supercharged engines can develop manifold pressures higher than atmospheric when boosting. Also, be sure the ECU is able to correctly interpret the MAP signal as positive and negative, respectively. Good luck with your project!
Quick question, would this pcb and code work on a 1 cylinder engine?
It should work, assuming you can get a pulse-train ignition signal from the magneto or other ignition signal source. You'd have to adjust the value of pulsesPerRevolution to match the magneto or ignition pickup output, which I believe is 1 pulse per revolution on most single-cylinder engines. Other than that, you would also need to adjust the displacement value to match your engine.
Nice work!! I myself work on ECU/EMS systems on heavy equipment and off-road IC/EV engines so I have a Great appreciation for people like you! Thank you for sharing.
he hasn't even got the centrifugal advance locked up in the distributor......doh
I set the centrifugal advance constant in the program to 0 degrees/RPM, so the advance in the distributor is perfectly OK to have still. It would also be OK to lock it out and set a nonzero value in the program 👍
Good day. I would like to clarify. Why do you need two nozzles and sufficiently high performance? Wouldn't one injector be enough for the same engine? Thank you.
Nicely done, have you thought about making a SMD version? I guess it's through hole so it's easy to build?
Yes, it would definitely be possible to implement the system using SMD components! For this one, I used THT parts to make the open-source boards as easy as possible to assemble. It could be made a lot more compact with SMD parts, and I would even opt to put the ATmega328p and associated support electronics directly on the board if I took this approach 👍
Hi again, sorry to be a pain but can you please explain how you derived: "const double R_Liter_Pascal_Kelvin = 8314.0" in your code? I have a four bar MAP sensor measuring boost and need to alter your code to reflect that change if possible?
I'm new to GitHub also. I created a fork with my altered code added. I will watch tutorials to learn how to correctly use the platform. My sincere apologies if I have encroached.
Cheers Scott.
R_Liter_Pascal_Kelvin is the ideal gas constant used in PV=nRT.
You should adjust vacuum_ADC_value and Pascals_Per_ADC_Unit to set your MAP sensor parameters.
Arduino ADC inputs have 10 bits of resolution, and return values from 0-1023 representing voltages from 0V to V_REF (which is 5V by default, and can be changed).
vacuum_ADC_value is the ADC value returned when the MAP sensor is at hard vacuum (0 PSIA), otherwise known as the offset.
Pascals_Per_ADC_Unit is the number of Pascals of pressure represented by every ADC number unit. You can measure this empirically or derive it. For a 4-bar (400000 Pa) absolute pressure sensor, assuming an output range of the full ADC range ( 0-5V), the nominal value for Pascals_Per_ADC_Unit should be 400000/1023 = 391, but the exact value may need to be trimmed based on the accuracy of the sensor.
@@DielectricVideos Thank you so much for taking the time to explain all that for me. I really appreciate it a lot.
Would it be possible to use this for a single cylinder honda style engine? I would be very much interested in making a fuel injected generator with this :D
If the engine has a points-type system on the magneto, then it should be possible to use this system. The board has an internal pullup resistor, and it can be connected to any "pull-to-ground" switch for ignition timing and RPM sensing. The only issue you may encounter would be due to the small delay between the points opening and the coil firing, as the coil takes a small amount of time (1 millisecond) to charge and fire after it sees the points state change. If the engine has fixed points timing, the ignition may fire slightly late as compared to the original magneto.
@@DielectricVideosthank you for the quick reply! Unfortunately the engine has a magneto ignition system without any points, they sadly got rid of the points on the modern engines. Do you think it would be possible to install a sensor that grounds the input to the ECM somehow else? Or does that not work?
You are a genius man. I'm a fan now
Looking at the code I'm curious why you don't make use of timer interrupts and interrupts in general? Seems like a good application for them but I only know enough about programming to be dangerous lol.
I initially used interrupts, but found they were prone to false triggering. There is a huge amount of spurious noise everywhere in the ECU application, so I found polling to be a lot more reliable. With polling, the likelihood of the sample being measured at the exact time of a transient is much lower (though it does occasionally happen).
@@DielectricVideos Interesting. Good to know, thanks.
Do you think it would be safe to return fuel supply to zero at zero throttle input or under braking, and auto catch the engine from stalling once idle rpm is reached by reintroducing idle fuel quantity?
I'm wanting to build a Diesel Turbo piggy back based on your code and using OEM injector pulse in place of the points.
Since fuel quantity == throttle in a diesel, this creates a runaway loop if fueling is based solely on MAP and RPM . I need to use TPS to prevent runaway.
Any implementation suggestions would be wonderful? DC x TPS as a factor 0-100%? with idle catcher.
I think that could work well, as it would basically behave like a 'hit and miss' engine while coasting down. I'd also suggest using accelerator pedal position as the primary fuel delivery input, then trim the fuel as needed using RPM and MAP values. The simplest system would be 1:1 TPS to duty cycle, but in reality there will likely be adjuments from RPM and MAP pressure to avoid overly rich or lean burn given the conditions.
@@DielectricVideos Thank you for your reply. I've had a go at it (accelerator pedal pot as input) and created a fork. I'm just a novice so I'm still working on the code to allow zero injector_ dc until idle catch. It's all fun stuff to me.
Thanks for these uploads. I wish you could help me with my dilemma, i am trying to convert an old point system to semi conductor using nchannel and pchannel mosfet, my 640n mosfet keeps on burning. Could you please give me an idea how i can protecr the mosfets? Thanks.
Try adding a small resistance in series with the condenser, for example, 4.7 ohms. This will prevent an overcurrent condition when the MOSFEt first switches on. Also be sure you are using a high-resistance coil. If you want to use a low-resistance HEI coil, you need a pulse generator to limit the on-time of the coil.
@@DielectricVideos thanks for that will definitely try your suggestions.
Nice work!!
i got a question on the board there's 2 set of transistors T3-T8 not label on board can you reply with the right orientation
Hi, can I ask what cc your engine is? I'm really interested in doing this to my classic mini. As I've been looki g at ways to remove the carb. Other than this, the cheapest option looks like a full engine swap.
My car only has 1 carb as its a 998cc 4 cylinder. I am wondering if one injector would work, that way I could conceal it in a Faux carb to keep the look and use it like the carb needle spraying in the same location.
I've been following this since you started and it has come on leaps and bounds.
I'm really impressed. You've done an amazing job! Keep it up and I can't wait for more!
My current engine is a 1776cc, but I have successfully run a very similar system on an old 1192cc VW engine as well! I think a single injector should be adequate for your Mini engine, provided it is a fairly high-flow injector like the one I have listed in the Bill of Materials.
Sounds like a really cool project, I hope to hear how it goes!
@@DielectricVideos well, companies in the UK are expensive! Around £60 for a single board! That's close to $80. I looked at the company you used and I can get it made, and shipped to the UK for £5.38. That's around $7.
I guess the brain of my mini will be interlectually and physically American!
Looks great. 👏👏
1:41... Is it just me or is your Alternator Belt just a bit too loose ? Nice DIY project.
Yep, although it's shimmed to the max. The belt on there came with the engine and had been sitting for many years, so I think it either expanded, or was the wrong size to begin with. I have a replacement one that's a closer fit, so I'll probably put it in soon 👍
I'd be worried about the durability of the ecu cover, especially where it resides.
I've made quite a bit of progress on the 4-coil system since filming this video, and I actually have the new ECU mounted in a more solid enclosure inside the cabin/body now! That being said, the enclosure in the video did hold up to about 2000 miles of roadservice, including quite a bit of idling in 90+ degree weather last fall, so it didn't turn out to be much of an issue in any case 👍
I'm doing a project on conversion of Suzuki volty 250 to EFI System. can you please give me support on running the injector. its single-cylinder engine. I have taken the RPM signal well. but the amount of fuel is not enough. (doing with Arduino Nano) can you please send me a code for run the injector... thank you
Here's where I posted the code that I use on my car, assuming you want to do both ignition control and injection control: github.com/JohnPattersonConsulting/DuneBuggyEFI/tree/main/EFI%2BIgnition/Arduino%20Code
If you just want to do injection control, you can use this code: github.com/JohnPattersonConsulting/DuneBuggyEFI/blob/main/MAP_EFI_V2.1.ino
For your Suzuki Volty, there are a few adjustments to the program constants that will need to be made. In particular, line 24 [line 26 in the injection-only code] (pulsesPerRevolution) will need to be changed to reflect the number of ignition pulses your distributor points give per engine revolution, line 48 [line 27 in the injection-only code] (displacement_Liters) will need to be changed to the displacement of your engine, and line 50 [line 28 in the injection-only code](injector_MaxGramsPerMinute) will need to be updated to the total capacity of your injector at the operating fuel pressure, in grams per minute.
There are a few other constants to adjust for things like idle duty cycle, ignition timing advance, and AFR table values once you are ready to fine-tune the system.
We did these all adjustments in the code that you given. But the engine didn’t start. We are using a denso MAP sensor (079800-5690). Is there any changes have to do Due to that MAP sensor ??
@@heshanthalpawila561 First be sure the engine starts when supplied manually with fuel from a spray can or other source. If it does, next check that the activity LED changes form flashing (stalled) to steady (engine running). If the LED is steady and there is still no fuel being supplied, check injector wiring. Because there is a minimum idle injector duty cycle, as long as the ECU detects the engine turning, some amount of fuel should be delivered regardless of the MAP sensor state.
Wow, this is awesome work!
Great video!Btw is this one comparable to original one,(like in rpm..)
Thanks a lot!
What would it take to make this work with 6 cylinder engines? Nicely done project by the way.
I am impressed
Is the trigger a 5-volt logic signal from the distributor or is it just acting as a switch with no condenser involved
Great project !!!!
great job!👍👍👍👍
Thank you..
Well done.
Very kool bro but I am asking if this design can use in 4 cylinder engine I am engineer that building hho generator and circuit too but I am interested to know what I'd best to do to reduce injection timer so I get little gas sprayed
If you have a 2-sensor digital ignition timing signal available, such as that provided by the optical board I designed, it is possible to use this system with any 4-cylinder gas engine. The board only supports one injector control channel, so you would need a single fuel injector or bank of concurrently operated fuel injectors. There is also an auxiliary output that you could use for the HHO delivery valve, but you would need to write custom firmware to control the metering as you need it.
Also, with this 1-coil board, a single traditional points system can also be used. The auxiliary output is also available on this board.
Ok thank
👍👍.
Did you consider using speeduino for the ecu software?
sir，Optical_Spark+Power_Buggy_4Coil（S1）（ S2）（ T） which access （optical points） Optical_Spark+Power_Buggy_EFI （S1）（ S2）（ T） who access （points） 6：10-6：12 Optical_Spark five wires where to connect？english from translation Please forgive me
Selection of map sensors Pressure range and signal voltage range thank you very much
Did you get the distributor independent spark ignition figured out?
Hi do you get no warming - up turns ? Why didn 't I use speeduino ?
Can you make to run diesel solenoid injectors?
Possibly. The key to operating a diesel engine is the correct timing of the injectors, as the injection timing is what initiates the combustion stroke. If this board were used to drive diesel injectors, it would be necessary to synchronize the injector with a known crank position source. Unlike a gas engine, there is no need to perform AFR calculations, as the diesel engine operates with unrestricted airflow in a lean-burn condition. The injector on-time would be synonymous with throttle position, and as a result, could be obtained from a pedal encoder or potentiometer.
If your intention is to use diesel solenoid injectors on a gas engine, then it will most likely not work. Diesel solenoid injectors typically operate at extremely high pressures (10,000s of PSI), and they are also lubricated by the diesel itself. As a result, they would not work well with a low-pressure gasoline system.
@@DielectricVideos Interesting! do you think a signal could be taken from the existing diesel injector driver circuit in place of the distributor for timing, and then be manipulated to extend/shorten output injector pulse duration according to throttle position?
@@scottneels2628 Typically diesel engines operate in lean combustion with no air throttling, and instead throttle only by fuel delivery. For a diesel cycle, it may be better to simply pick up accelerator pedal position using a potentiometer or "pedal by wire", then convert it to an injector PWM signal. You might be able to do this with just a 555 chip and a MOSFET.
how much is it ecm
Based on the price of the components today, I estimate the total component cost to be about $30.77 and the PCB cost to be about $7.10, for a combined ECM cost of about $37.87. It takes about an hour to assemble one, so consider the value of your time as well.
Note that this cost does not include the wiring, coilpack, fuel injectors, fuel line, pump, filter, etc. and is only reflective of the ECM cost. The shipping costs are also not included in this calculation, and prices of components may vary from day to day.
Does this system use an O2 sensor?
Waiting for the next video!
pcb Copper foil thickness？ 35um ok？
Yes, 35um (1oz) copper is what I used 👍
@@DielectricVideos My motorcycle is a boxer engine with 180° trigger. I want to modify your Optical_Spark_V2.0. What software did you use to edit? protel 99se autodesk eagle Altium Designer Summer 09
@@zhanlingsong3495 The PCB files are all Autodesk Eagle files. I believe they were created in version 9.2.2.
@@DielectricVideos Thank you again
@@DielectricVideos If I retrofit your work to my 750cc boxer engine, can I use the FAI injectors?
𝐩яⓞ𝓂𝓞Ş𝐦 😴
Would a throttle position sensor simplify the system? I think this would be great for old motorcycle engines that use difficult to tune side draft carbs. Having used a Holley EFI system. (Terminator X) I understand most of what you are doing here. Specific components like injectors and sensors have different values. Injectors, especially, have differing values based on voltages to the system. Isn't an Arduino Nano underkill? Wouldn't a ATMega32 be a more capable chip? I can't wait to see and hear more. Very interesting.
The TPS would be helpful for faster response, though either MAF (mass airflow) or speed-density (MAP/RPM) would still be needed to get the fuel metering correct.
Since it's not such a fast system, the 328p is adequate for now, but a faster IC would be useful for engines that rev higher or have more cylinders.
The 4-coil system I'm working on actually uses 2 Nanos to split the load on fuel metering and spark timing, but I'm also looking into running an ESP32 as the MCU so that I can run a small web server on it to do realtime engine monitoring!
I would use a "Blue Pill" development board based on STMicroelectronics’ STM32F103C9T6 microcontroller that has an ARM Cortex-M3 32bit core that runs at 72MHz max. Software libraries are available that allow users to program the chip using the Arduino IDE.
have you thought about implementing a bluetooth tachometer
I was actually thinking of designing a new version of the system in the future to use an ESP32 board with WiFi. I would run a small web server on one of the ESP32's cores, the use the other core for engine management. As a result, I could show key engine parameters on an in-car tablet connected to an in-car network. It's just an idea, but I think it would be really cool to try at some point!
It may be interesting to modify the arf table in a graphical environment, I'm still a bit intrigued with an injection synchronized with the engine, but with what I've been researching, it wouldn't be easy
@@DielectricVideos That would be seriously cool!