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I dont know what is the "correct" placement, but in other standalones they recommend about 60-90 degrees btdc. Seems like the Vi-PEC handles it anyway. Normally the 60-2 cars I do, have the triggerwheels from factory.

60-2 works very well.

I have M20 and M50. What injectors do you have? Do you use 60-2 from M50?

Very nice! I have never seen or heard about a diesel running on Vi-PEC before, so I think you are the first:) Keep up the good work:)

If you have cams with large overlap, you will get a very weak manifold vacum and it is useless to try to tune with map as load. Use tps as load.

Kenneth, Disconnect the connector at the ecu and measure how many ohms between pin 16 (yellow/brown -temp 2) and pin 24 (green -sensor ground) with the tempsensor plugged in. It should show the same value as you measured at the sensor. Setup an temp 2 in software as air temp and choose ntc as calibration. Where in Norway are you located? If you are not too far from me, I can travel home to you and look at it. Regards Ben Stian

Nice work and a very cool car

A little update with my car. Now I am running a 94 mm stroke for higher revs, Manley pistons and rods. Turbo is a BW EFR 8374. Have also installed Kelford TX-284HL cams, Kiggly springs and a nice Driven Innovation intake manifold. A custom Garrett core IC are also made. Made 608 hp at the hubs last year. Aiming for 650-700 this year. Have also upgraded to a custom, bulletproof 4th gear and 3.545 ratio diffs (stock 3.909). A set with XYZ coilovers as the ones I previously had was not able to adjust due to broken adjustment screw... Gearbox not finished yet... From a 1/4 mile event in Danmark, DHB 2013. Ran a 10.55 New 4th gears IC EFR 8374

If you can use sensors with 1/8 NPT, your Vi-PEC dealer will supply them. Uses std Bosch NTC cal. I should have written Bosch NTC as there are NTC sensors with different cals than std Bosch cal. Sorry about that.

Vi-PEC sells some nice 1/8 npt sensors with Bosch NTC calibration (included in all v44/v88 kits) If you check the part# of your sensor, you can probably search and find the cal for it and find a sensor that will fit with the same cal table. Some Bosch sensors here: http://www.bosch-motorsport.de/content/ ... l/2895.htm

If your engine coolant sensor are ntc, you just get ntc sensors for your other stuff with the right theads.

You dont write anything about which engine, cams, multi throttlebodies, etc, but if your map is that low at idle, I believe you run a NA with very agressive cams. I have done some agressive cammed NA engines, and you must setup the load axis as TPS. You can also play with injector timing if you are running sequential fuel. What afrs are you seeing at idle?

Yes it is a SOHC and non-vanos. Pretty cool to have a V12 in the little E36 chassis:) It is a "weird" feeling driving this car. It has the same power @1000 rpm as my Evo have @2000 rpm. @2000 rpm it have about 115whp:)

It have a V12 m73 b54 engine running a V88 with 12 VAG coil on plug. The dual DBW throttle bodies are removed and replaced with dual mechanical throttle bodies. Engine is stock. It made 311hp@ the hubs (Dynapack). 375 nm available from 1000 rpm!

200 hz for idle solenoid usually works fine.

Good to hear it worked well:) I will send you pins tomorrow.

You can use any Knock interface that output a 0-5v signal like ie phormula Ks-4. But it will not have have the ability to retard individual cylinder as the vi-pec can do. Hope it helps:)

Just move the LC-1 ground to the Vi-PEC ecu ground and see if it is reading correctly then. Usually when LC-1 and Vi-PEC are grounded to the same place, they read very close.

You should ground the Innovate to the same point as the ecu ground to avoid ground offsets (Vi-Pec pin 25 & 34) Also check in LM programmer that the output you are using are setup correctly according to the info provided from Innovate. Something like 0V - 7.36 AFR and 5V - 22 AFR. I have seen a couple of these come with some strange values from factory... For a test, program the Innovate to show a flat 2.5V and check with a voltmeter connected between Innovate output and ecu/Innovate ground that the Innovate actually output 2.5V. When verified, program back to default setting. When wired and setup correctly, the gauge and Vi-PEC should read pretty close. If still not correct, do as Simon says and instead of chosing default LC-1 calibration under Wideband in your analog input where you have your Innovate wired, choose a free cal table. example cal 4 if it is not in use and assign it. Then setup as air/fuel and start with 0V - 7.36 AFR and 5V - 22 AFR. Then you can tweak these values until the Vi-PEC shows the same as your gauge. Little hard to explain another language...

Rune I have alot of pins for the connector you can have for free. I also have pins with wires crimped you can get as well. Send me your shipping adress and I will send them to you.

I use a tacho adapter to get the tacho work on the Cosworths when upgrading to 2 or 4 coils. MSD 8920 works fine. If you search for tacho adapter, you will find info building your own if you prefer. An old relay coil, resistors and diodes are all you need if I remember correctly.

I have a V44 M50 map you can look at. Please give me your email address.

What trigger are you using? Do you get a stable ~200rpm while cranking? I have also seen people wire the power to the injectors wrong. So while key in startposition and cranking, check that you have +12v to the injectors, not just with key on.

Are you running E85?

Nice project:) Good work:)