Autosport Labs

4-cylinder?

Has it run on the mjlj before? If not, it sounds like your timing's 180 degrees out.
Is not, try swapping the HT leads 180 degrees. You'll notice 1&4 and 2&3 are paired on the coil pack. Swap the two pairs over and try again.

Is the VR sensor mounted solidly? If the bracket can spring or the sensor can wobble, it's cause sparks all over the place - watching the runtime on the laptop and looking for rpm spikes will help with that.

In a sense. The centre of your missing tooth must point exactly at the centre of the VR sensor 90 degrees before TDC.

Edit - assuming you've got a 4-cylinder engine

Right! I didn't call that out specifically since the question was asking why one should change or tune timing. But, the rock-solid precision of crank fired ignition will alone improve engine performance, even if you're running the exact same ignition "curve" as the OEM distributor setup. ...

And you could use auto grade waterproof connectors too. Genius, and if you use that uber-flexible silicone-sheathed cable, it's a further-ruggedised coilpack connector!

Hi Paul, To activate a fuel pump you would want an output that is enabled above a low RPM value. The MJLJ can only measure RPM down to 457 RPMs- higher than most engines crank over at. For this reason the user outputs aren't well suited for this purpose. However, there may be a work around that wou...

It would seen that the exact position is unimportant - I use the takeoff on the right-hand runner of my inlet, and it's perfect. Too se what an odd position this is, see here - http://i20.photobucket.com/albums/b247/Gilesy/Image004.jpg I'm yet to try the other union in the centre (the hose will foul...

NITROPIXIE wrote:The port on the back of this carb is on the atmosphere side of the butterfly when fully closed I believe. So you can't use this.

Correct, they show some really wierd vac characteristics thos ports.
I'd suggest driiling and tapping for a take-off right next to that existing vac connection.

Hiperformance71 wrote:sorry for my english, isn't my native language.

No need to apologise mate, you make perfect sense! Some of us Brits, Yanks and Aussies write in worse english than yours

Forgive me for asking the obvious question, but do you have a suppressing capacitor between the +12V and ground? The old wiring diagram from this site shows a cap (20-odd uf I think) between the coil feed and ground which act to reduce/elimenate this very issue. I use one in mine with great success ...

Sheilded/Screened microphone cable is dirt cheap, easy to get and easy to use.

How about this - Junk the Tachymetric relay (that all K-jet cars use to run the fuel pump) and use a cheap, standard 12V relay. The relay can be feed a permanent 12v into pin 86, pin 85 connected to a user programmable output on the ECU, and the software set to trigger the output a 500rpm - as long ...

Get a sensor from a scrappy and attack it with a hacksaw - I've seen pictures before (possibly on this site) of people who've shortened their own sensors with no operational issues. Provided the senor is cheap or free *ahem* it'll do no harm to try.

As per my other post, I see no reason why using one of the programmable outputs on the MJLJ ECU won't work - the -'ve side of the coil is basically shown ground every ignition event, so connecting to the ECU and setting the output to close at a very low speed should work. The only issue I can see is...

I think I'm right in saying the EDIS requires the particular analogue signal style the VR sensor generates.
I like your idea though, and perhaps a furute EDIS-free development could include such an option?