Microprocessor ignition system for carburetor engines. What is a microprocessor ignition system (MPSZ) in a car: all the pros and cons? how is it different from other systems? Mpsz 2 electronic ignition for carburetor engines

02.09.2019

Since the advent of injection injection systems with electronic control components, it has become clear how much conventional classic systems lose to a microprocessor ignition system. The difference in engine performance and especially in fuel consumption was obvious and impressive. Therefore, the vast majority of owners of classics with a carburetor engine, with a wide variety of tricks, sought to adapt the new MPSZ microprocessor ignition units on their swallows.

The classics need microprocessor "bells and whistles"

First, incomplete analogues of the microprocessor ignition system appeared on the classics, in which the distributor was redesigned to work with a Hall sensor and the control system was modified. But smart motorists know that in the microprocessor ignition system for carburetor engines, the distributor or distributor in Russian remained the problematic link.

Moreover, the good idea of electronic ignition has a fundamental drawback - the characteristics of the ignition timing for a cold engine and a warm one are fundamentally different. When setting the lead angles on the distributor for a cold engine, after it warms up, detonation will definitely appear.

Therefore, the developers of microprocessor units for the classics had to go further and refine it, turning the ignition system for the classics into almost a complete analogue of the injection version, with the exception of the control of the injection system.

What gives such a microprocessor ignition system:

the absence of an ignition distributor in the circuit has a beneficial effect on the stability of the spark and the absence of “contact bounce”;
idle stability is practically not inferior to an injection engine;
The main advantage of the microprocessor system is the "smart" selection of the ignition timing according to the engine parameters, which allows you to work at optimal angles and not get out into the detonation zone.
fuel economy on a conventional, unkilled Zhiguli "six" engine per circle decreases on average from 10 liters of gasoline to 6-7.

How the microprocessor ignition system works

A pleasant discovery was the fact that it is quite possible to assemble a new circuit of a microprocessor system with your own hands according to the MPS circuit from ready-made components. And of course, in order to set up the microprocessor unit, you need a computer, a COM-COM or COM-USB cable and a couple of service programs, including the option to flash the ignition timing advance angle table.

For your information! This is the most important stage and it will not be possible to get off with the use of a standard tabular set of values. For example, MPSZ firmware for UZAM engines is very different from VAZ, especially GAZ.

Unlike the old versions, in which the moment of formation of a high-voltage candle impulse was determined by the ignition distributor, in the new microprocessor circuit, the command to the coil is given based on the processing of information from several sensors:

the position of the crankshaft, it is often necessary to purchase a new cover with a tide for the sensor, and when installing it, you have to tinker a little because of the small space for work;
the absolute pressure sensor outputs to the microprocessor unit the degree of vacuum in the intake manifold, which allows the electronics to indirectly correct for the degree of engine load;
coolant temperature sensor - coolant;
the knock sensor is mounted according to the instructions on the middle part of the block under a special bolt with a nut;
synchronization sensor.

In addition to the sensors, you will need the microprocessor block switch itself, a new two-pin ignition coil and a wiring harness with chips.

The ability to purchase the assembly in parts provides savings, but does not guarantee stable operation

What can be put on the classics from the existing MPSZ

Among the most well-known microprocessor, the MPSZ Maya, Secu 3 or Mikas are most often used. It is not difficult to assemble any, if you have the skills to correctly see and read the instructions with the diagram, and follow the installation sequence.

When choosing a microprocessor system, you should not be afraid of a fancy scheme that sellers of goods love to trump, offering the services of a familiar electrician for "guaranteed high-quality installation for a penny." All components can be installed on the classic with your own hands.

When choosing, pay attention to the quality of the block itself. It is considered good form if there are no warping of the plastic parts, burrs, microcracks. The second indicator is the presence of a large scattering surface in the form of an aluminum base. The microprocessor remains the most capricious part and the choice of a place under the hood or in the cabin must be taken seriously.

Ignition coils can be isolated in a separate unit, as an option, they can be fixed directly next to the candles on the head cover.

MPSP setup

Setting up the operation of a microprocessor system, in fact, requires not so much knowledge as patience. The manufacturer stores in the microprocessor unit the average ceiling data on the motor in one table. They allow you to start the engine and perform all control options for sensors and curved corners.

We have to train the processor for our motor and get our own tables, on the basis of which the ignition operation will be optimized as much as possible.

We connect the laptop via a cable and using the pre-installed service program, we try to consider the readings of the sensors. We select the system parameters and then act according to the instructions.

In the process of driving in the processor memory, a certain array of data is accumulated according to the UOS curves. It is usually recommended to connect the computer to the MPCD again and perform the correction of the coefficients according to the most optimal curve.

If all the components of the MPZ system are of the proper quality, the installation of the microprocessor system is carried out according to the rules, and the electronic unit of the system itself is not flooded with water at the sink, no further interventions in the operation of the MPZS will be required. Theoretically, such an ignition system should work for up to ten years.

MPSP. Microprocessor ignition system for the classics in the following video:

VAZ 2106 1995 MPSZ for classics

In 2008, he changed the regular contact to a contactless ignition system on the switch 76.3734. The effect was palpable. But I wanted even more. Then I installed a carburetor, such as the Solex eight, I don’t remember the number (I removed the plate during installation as extra weight J). Yes, the Zhiguli cheered up. When overtaking is much easier and better maneuver. For a while, I was satisfied. With the advent of cold weather, it always got out that it was disgusting to drive around the city until the engine warmed up, and often I installed the ignition earlier. But, when I had to drive longer distances, the engine warmed up to operating temperature, and detonation was heard under loads. There was nothing left but to stop again and return the distributor to its original place.

At first I wanted to put a stepper motor instead of a vacuum on the distributor and control buttons in the cab to adjust without leaving the car . I already made a driver for Atiny2313 and it was necessary to install all this. Then I thought about what to do like an “octane corrector” on some kind of controller so as not to sculpt a stepper motor. He did not reinvent the wheel and climbed into the Internet for ready-made solutions. That's how I stumbled upon SEC. Just what you need.

Fluently reading the forum dedicated to this project, I wanted everything at once. I did not make a payment, look for spare parts, etc. Bought a block. The rest ordered in the store:

- a front cover with a tide for the crankshaft sensor, a pulley and the sensor itself from the injection 7-ki;

– DBP from Lanos (12569240);

- DTOZH 19.3828 (+ a new tee to prepare everything in advance, as in the photo);

- DD Bosh 0261231176 (wires laid, the sensor has not yet been installed);

For SECU-3T

The coil and switch left the same. If suddenly the seka dies, I insert the switch chip back into the distributor, and the classic version will take J.

In my version, it makes no sense to put two coils with switches. Four is too expensive. I removed the resistor in the distributor and put a jumper. I want to buy and put wires to candles without resistance (set $ 20). The spark will be a little more powerful, although the level of interference is the same, but it will not interfere.

In general, I installed all this. Installation locations in the photo:

tee for DTOZH SECU

In the manager, I set for my DBP 20kPa / 1V and an offset of 0.4V. Having tried it, I settled on the “1.5 Dynamic” table, but I raised all 16 “curves” by about 5g, and in some places by up to 10g. The temperature correction was also raised by several degrees to a temperature of 85ºС. In general, my engine likes earlier ignition.

And most importantly, what was the result of all this?

Previously, at 100 km (70 km on the highway + 30 in Lviv) I drank 8 liters. And now somewhere around 6.8 liters. Of course, for me it was not in the first place, but it was pleasing.

Such a nimble became in the entire range of engine speeds (up to 4500 rpm, I didn’t try further - there are no wings ????, but already over 145 km). In general - a swallow :).

I liked the XX adjustment, especially when from a slope in gear (on the 1st or 2nd on a terrible road) - it does not allow the speed to rise. A cold engine runs much more pleasantly, and earlier, due to late ignition, it stupidly reacted to the gas pedal, etc., etc.

15 comments

MPSZ SECU-3t. which is better to put on a vaz 2106. volume 1.3. carb. ozone

Better than SECU-3T, because is a continuation of SECU-3 and has more functionality.

and which is better? Seka or MPSZ. But in the MPSZ there seems to be no temperature sensor.

All the wiring and all the sensors, etc. to look for yourself?

SECU-3 is the MPSZ - Microprocessor Ignition System. Although at the moment it is more likely not MPSZ, but a carburetor engine control controller. It is difficult to name a system more functional for a carbureted engine than SECU.

The wires are ordinary stranded, with a cross section of 0.5 - 0.75 mm, shielded 2 cores in the screen are taken from a stereo microphone or from us.

Sensors are all factory and common (there are no rare ones at all) - in a car shop.

Refrain from commenting, ask on the forum.

Ask questions on the forum, here we have already moved away from the topic ...

DBP connected to the carburetor where should the hose go from the cylinder head cover ?! and how does everything work normally?

DBP must be connected to the intake manifold!

The rest of the tubing is stock.

But could you post the pinout for the DBP from Lanos (12569240), it seems that I found it on the Internet and the DBP still shows 108 kPa and the pressure does not change

Could you tell me the catalog number of the tee for DTOZH?

There are the following ways to upgrade:

1. Installation of an additional control unit (Pulsar, Spark) on the regular contact ignition system.

Pros and cons of systems

Contact ignition system (KSZ).

KSZ is standardly installed on most Zhiguli and Muscovites with a VAZ 2106 engine.

The advantages of this system are extreme simplicity and reliability. A sudden failure is unlikely, repairs even in the field are not difficult and will not take much time.

There are three main disadvantages of this system. First, the current is supplied to the primary winding of the ignition coil through the contact group. This imposes a significant limitation on the magnitude of the voltage on the secondary winding of the coil (up to 1.5 kV), and therefore greatly limits the energy of the spark. The second disadvantage is the high maintenance requirement of this system. Those. it is necessary to periodically monitor the gap in the CG, the angle of the closed state of the CG. KG contacts must be periodically cleaned because they burn during operation. The distributor shaft is necessary after every 10 thousand km. lubricate the run by dripping oil into a special oiler. It is also necessary to lubricate the distributor cam by wetting the wind felt with oil. The third disadvantage is the low efficiency of this system at high engine speeds associated with the so-called. chatter of the contact group.

This system can be upgraded. It consists in replacing the elements of this system with better and more reliable imported ones. You can replace the distributor cover, slider, contact group, coil.

In addition, the system can be upgraded by using a Pulsar-type ignition unit for KSZ. The advantages and disadvantages of "Pulsars" will be discussed below. But one of the shortcomings of the KSZ is eliminated, since the current for generating a high-voltage voltage is supplied to the primary winding of the ignition coil through the powerful semiconductor power circuits of the Pulsar, and not through the KG. That allows you to significantly increase the power of the spark. In this case, the KG does not burn. But you still have to clean it, it begins to oxidize.

Contactless ignition system (BSZ, BKSZ).

BSZ is standardly installed on front-wheel drive vases and some Zhiguli. In addition, this system can be installed on a car equipped with KSZ, such a replacement does not require any additional alterations.

There are three main advantages of this system over KSZ.

First, the current is supplied to the primary winding of the ignition coil through a semiconductor switch, which makes it possible to provide much more spark energy due to the possibility of obtaining a much higher voltage on the secondary winding of the ignition coil (up to 10 kV).

The second is an electromagnetic pulse shaper, which functionally replaces the CG implemented using a Hall sensor, provides, compared with the CG, a significantly better shape of the pulses and their stability, and in the entire engine speed range. As a result, an engine equipped with a BSZ has better power characteristics and better fuel economy (up to 1 liter per 100 km).

The third advantage of this system is the much lower need for maintenance compared to the CSZ. All maintenance of the system comes down only to lubricating the distributor shaft after every 10 thousand km. run.

The main disadvantage of this system is lower reliability. The switches that were originally equipped with these systems were distinguished by indecently low reliability. Often they failed after several thousand runs. Later, a modified switch was developed. It has a slightly better declared reliability, but it is also low because its device is not very successful. Therefore, in any case, domestic switches should not be used in the BSZ, it is better to buy an imported one. Since the system is more complex, diagnostics and repair are more difficult in the event of a failure. Especially in the field.

This system can be upgraded. It consists in replacing the elements of this system with better and more reliable imported ones. You can replace the distributor cover, slider, Hall sensor, switch, coil. In addition, the system can be upgraded by using a Pulsar or Octane type ignition unit for BSZ.

A very important drawback of both of the above systems, KSZ and BSZ, is that both of these systems do not optimally set the ignition timing. The initial ignition advance level is set by rotating the distributor. After that, the distributor is rigidly fixed, and the angle corresponds only to the composition of the working mixture at the time of setting this angle. When fuel parameters change, and the quality of gasoline we have is very unstable, when air parameters, such as temperature and pressure, change, the resulting parameters of the working mixture can change, and significantly. As a result, the initial level of the ignition setting will no longer correspond to the parameters of this mixture.

During engine operation, in order to ensure optimal combustion of the working mixture, correction of the ignition timing is required. Automatic ignition timing regulators in these systems, vacuum and centrifugal, are rather crude and primitive devices that do not differ in stable operation. Optimal tuning of these devices is not an easy task. Another significant disadvantage of KSZ and BSZ is the presence of an electromechanical high-voltage distributor slider-distributor cover implemented using a contact carbon sliding on a rotating difference plate. This imposes an additional limitation on the magnitude of the high-voltage voltage on the spark plugs, and this is especially true for the BSZ.

microprocessor ignition control system

Many of the disadvantages inherent in KSZ and BSZ are absent in the microprocessor-based ignition (engine) control system (MPSZ, MSUD).

The MPSZ was standardly installed on the M2141 part with the VAZ-2106 engine. A kit for installing MPSZ on a VAZ-2106 engine is occasionally found in stores.

The essential advantages of the MPSZ are that it provides, or rather should provide, a sufficiently optimal ignition control depending on the crankshaft speed, intake manifold pressure, engine temperature, carburetor throttle position. There is no mechanical distributor in the system, so it can provide very high spark energy.

The disadvantages of this system is low reliability, incl. and because the system has two fairly complex electronic units produced and produced in small batches (and therefore semi-handicraft). In case of failure, diagnostics and repair are very difficult. Especially in the field.

Traditionally, in network conferences, to questions from newcomers about possible problems with the failure of the MPS, there is always someone who confidently reports that the problems with the operation of such systems are far-fetched. That it is supposedly enough to carry spare blocks and, in which case, change them. The motives for reporting such things are not very clear, but it is obvious that these people have simply never encountered real failures of such systems in reality, and especially with the diagnosis of these failures in the field.

When evaluating the feasibility of switching to MPSZ, one should also apparently take into account the fact that in order to ensure that the ignition control is optimally matched to the level of even the simplest modern injection systems, the MPSZ fundamentally lacks at least a knock sensor, a mass air flow sensor and a burnt mixture composition sensor. Therefore, this system is in any case rather defective.

Modernization of this system is impossible in terms of reliability, since the main components are unique domestic ones. Modernization in order to optimize this system is carried out by selecting software (firmware) for your engine. Since this system is somewhat exotic for the VAZ-2106 engine, finding a suitable firmware will most likely be a difficult and non-trivial task.

Ignition control units

Pulsar ignition control units, regardless of purpose, i.e. for KSZ or BSZ, consist of the block itself and a remote control. The most interesting features of these blocks, according to their manufacturers, is to provide the functions of "octane correction" and the so-called. "reserve mode". The "octane-correction" function should be provided by adjusting the initial level of ignition timing (UOZ) from the passenger compartment using the remote control. In fact, using this remote control, the delay of the signal from the crankshaft position sensor (contact group for KSZ or Hall sensor for BSZ) is simplified. This delay in Pulsar has practically nothing to do with the engine speed, i.e. the adjustment of this delay is not at all an adjustment of the UOS. Due to this, the benefits of such an "octane correction" are very doubtful. Well, maybe with the exception of occasional use of gasoline with different octane numbers. Those. if the UOZ is initially set to the 95th gasoline, then when refueling with the 76th, it is really possible, using the remote control, from the passenger compartment, to remove detonation (popularly called the ringing of fingers) without getting under the hood. "Reserve mode" is designed to ensure engine operation when exiting failure of the crankshaft position sensor. It is provided using a simple pulse generator. Those. in fact, in this mode, short-term pulses are continuously generated, which provide the formation of multiple high-voltage pulses (sparks) on the candle on which the slider is turned. One of these pulses is likely to really ignite the mixture in the corresponding cylinder with a high degree of probability, but it is difficult to talk about even the minimum stability of the engine in this mode. Having tried to drive a car with an engine running in this mode, you will immediately want to buy a spare switch in the trunk.

Schematically, Pulsars are rather homemade variations on the theme of switches for BSZ from ATE-2. Those. Of course, how lucky, but you should not hope for normal reliability and durability. Improvement is desirable, at the output power unit.

Structurally, the Pulsars are made rather unsuccessfully, the case is very bulky, and at the same time it has several large holes at the bottom. Thanks to this, moisture and dirt will get under the case, and the board is not properly protected inside by anything, which again does not allow us to hope for the normal reliability and durability of this device.

The development of Pulsar is Silych. Judging by the fact that they have a very similar construct with Pulsars, one can assume common roots. Silich, unlike the Pulsar, is equipped with a detonation sensor, which should provide an adjustment to the UOZ. But unfortunately, the principle of correction of the SVD is similar to that used in Pulsar, i.e. it is practically independent of RPM. Therefore, the adjustment of the POP will most likely be far from optimal. Schematically and structurally, Silych is similar to Pulsar, i.e. hope for normal reliability and durability in operation is not worth it. True, sometimes there are Powermen with imported elements in the output circuits, which, of course, should have a positive effect on their reliability. But this is a rarity, and to make sure in the store what will not work.

Roughly speaking, the best option for upgrading the classic ignition system, in my opinion, is to install a BSZ.

The non-contact ignition system (BCS) with Hall sensor optimizes the combustion process in the engine, which makes it possible to provide:

Increase in engine power by 5-7% and the dynamic properties of the car;

Reducing fuel consumption up to 5%;

Reducing emissions of harmful substances into the atmosphere up to 20%;

Stable start-up at negative temperatures down to minus 30°C and at high humidity (which saves the battery);

Stable sparking at low supply voltage (up to 6 V);

Minimizing the maintenance of the ignition system: no periodic adjustment and replacement of contacts;

The stability of the engine throughout the entire period of operation.

COMPARATIVE PARAMETERS OF CLASSICAL AND CONTACTLESS IGNITION SYSTEMS

Secondary voltage rise time from 2 to 15 kV

spark energy

Spark duration

Secondary voltage max

To install contactless ignition, you must purchase a switch, coil, distributor and harness. Switch and coil from VAZ-2108/09. Classic distributor, for BSZ. Harness classic or from Niva. If you have regular (red) high-voltage wires, then they will have to be replaced, they are not suitable for BSZ. If the high-voltage wires are not regular, but not very good, it is advisable to replace them too, for the BSZ the quality of the wires is very important. Be sure to stock up on additional wires and terminals.

1. Contactless distributor marked 38.3706. Attention! Often, under the guise of a classic, they sell a Niva distributor. It has the marking 3810.3706. Outwardly, it is exactly the same. It differs from the classical one in other characteristics of the centrifugal regulator and in another vacuum. You can buy as a last resort, but you have to redo it for the classics.

2. Switch from VAZ 2108-09. The choice is huge.

3. Ignition coil from VAZ 2108-09. Marking 27.3705.

4. Wiring harness from Niva. Before installation, I strongly recommend disassembling all the connectors and soldering the contacts. Initially, they are simply crimped. The quality of the compression leaves much to be desired. Sometimes the wires just fall out.

5. Candles from VAZ 2108-09 - they differ in increased

6. High-voltage wires - silicone is better.

A stroboscope is required to properly set the ignition.

Ps: I recently set myself a BSZ. I put it with a great deal of doubt that "the car will not be recognized." But really, it got a lot better. Excellent pulls, no detonation, excellent accelerating dynamics - all this really is. So, discard all doubts about the need for installation. I was especially pleased with the behavior of the car at low and idling speeds ... there is no fall in traffic jams, and the car starts to drive almost unheated. In general, I recommend to everyone

It's no secret that a car running on a gasoline internal combustion engine requires a specially designed system. Which serves to ignite gasoline vapors in the engine cylinders. Over the years, car ignition has been different and has been refined all the time. To do this, various schemes were used. So one of the modern such schemes has become the MPSP.

Main known systems

According to history, there are only three such systems:

1. Contact system.

2. Contactless system.

3. Microprocessor ignition system.

Any car, of course, needs a complete ignition system. Today, both classical systems and modern injection systems are known. Undoubtedly, the classic options are largely inferior to their modern counterparts. For car owners, the difference has become obvious in many ways: the engine works differently, the amount of fuel consumption and the overall functionality of the car have changed.

It was because of the difference in the quality of the systems that the owners of cars with a carburetor engine began to think about how to adjust the new ignition units to fit their classic iron girlfriend.

What have manufacturers done to help car owners?

Initially, microprocessor-based ignition options went on sale, where a modified distributor was installed, configured to work together with a hall sensor and control a classic brand car. And everything seemed to be not bad, except for the fact that for the classics the work of the distributor was still problematic.

Among other things, at the very beginning it was clear that for an electronic system, the UOS characteristics for a heated or unheated motor are clearly different. Because when setting the UOS to a cold one with further warming up of the engine, inevitable detonations occur.

Due to all the inconveniences, the system manufacturers decided to take the next step. They had to make the microprocessor ignition for classic cars almost identical to the injection version, leaving only the control of the injection system unchanged.

What did it give?

After all the innovations, the following advantages appeared:

1. The ignition spark has become much more stable.

2. The rattling of the contacts has completely disappeared.

3. The functionality of the engine at idle is almost as good as the injection.

4. The ignition timing has become more optimized and does not allow the onset of a detonation zone. Frequencies are also taken into account.

5. Efficiency of fuel consumption has appeared, on average per 10 km, the consumption was 6 liters.

How is the MPSP organized?

The microprocessor contactless ignition system does not have any mechanical-type components in its design and is built exclusively on electronic-type components. The most important component of the microprocessor system is the microprocessor, which actually completely performs the function of the main brain.

The circuit of the microprocessor system includes the following components: battery, switch, storage and distribution system, electronic type control unit, a number of different functional sensors. As well as a motor temperature measurement sensor and a battery voltage sensor converting component; throttle valve component, digital format converter, coils, control unit, memory, spark plugs. Of course, the components may vary depending on the brand and model of the device.

What is an ECU in a microprocessor ignition system?

The ECU is a microprocessor control unit for the engine of a car. Also, not everyone knows for sure that the microprocessor control unit is also called the controller in another way. It is an important element that contains the microprocessor ignition system.

This controller is responsible for receiving incoming data from various sensors in a timely manner. Then it processes them according to special algorithms and issues commands to all important devices in the system. Also, the ecu constantly exchanges data with all important auto systems.

How to set up the system?

Despite the various and numerous horror stories from the hundred masters, you can set up the microprocessor-based ignition yourself. True, setting up will require considerable time, rather than special knowledge.

In the manufacture of such an ignition, manufacturers sew averaged data on the motor as a whole into a single system table into the microprocessor unit. However, in order to perform self-tuning of the ignition, you need to adjust the processor to your specific engine, select the desired position and define your own data. On which your microprocessor ignition system in the car will actually be built.

So, for work, we need a computer or laptop with a service software cable. We read the sensor data, then select the necessary system parameters and then follow the instructions in the work.

When the sensor data is read correctly and all elements that provide microprocessor ignition are operating in normal mode, no additional intervention in the ignition operation is required. According to all the theoretical parameters that manufacturers give, microprocessor ignition functions normally without repair for up to 10 years.

The subtleties of the device

What is the uniqueness or subtlety of the work of modern ignition? The most important subtlety in the work that is provided for in the MPSZ is the presence of a lead angle of the power unit. The operation of which depends entirely on the parameters of the air pressure in the intake system and directly on the rotation of the crankshaft.

When the entire microprocessor system is installed correctly, driving becomes much more comfortable and softer. Moreover, the modern installation of ignition in the form of a microprocessor makes it possible to take the maximum out of the motor of the car without losing the resource.

What is the principle of action?

The principle of the functional is that at the time of operation of the machine, the crankshaft speed begins to change. Which are immediately controlled by camshaft and crankshaft rotation sensors. Based on the fixed parameters, a command is sent to the ecu. And then the desired lead angle is taken.

Moreover, when the load on the power unit changes when the machine is moving, the choice of the lead angle and the fixation of such changes completely fall on the sensor that monitors the air flow during operation. In other words, the system, as it were, is controlled by a whole complex of nodes. And the whole process is carried out clearly like clockwork.

Everything is taken into account: the moment and angle of advance, rotation, temperature level, speed, position of important components, dampers, cylinder functionality, the presence of a timely spark, and so on.

The microprocessor-based ignition function is also designed to reduce unnecessary voltage at the time of operation of all auto systems.

Using the modern type of systems and this ignition as a whole, the car owner receives maximum comfort at a minimum cost!

Benefits not to be ignored!

Along with optimizing your car, the owner, in the presence of a new ignition, also receives a number of special advantages.

Among them:

1. A real opportunity to customize your own engine for any attractive fuel for the car.

2. In the presence of a car with LPG, an increase in traction and overall power of the car.

3. The complete absence of detonations, knocks when speeding up, even when far from ideal fuel is filled in.

4. For gasoline-type cars, the fuel burns out much faster, which reduces the consumption of the latter by an order of magnitude.

5. In the cold season, the car starts much faster and easier.

6. The electronic system does not need total control from the owner, since control is assigned to the built-in display.

7. The machine can be converted and add an additional toggle switch for easy switching to one or another type of fuel.

8. On a new type of ignition, the owner receives new options, important parameters are kept at a specifically set level.

9. The starter turns off on its own after starting the engine.

10. You can control the ventilation of the cooling system.

conclusions

MPSZ is a real modern alternative to other special devices with similar work. The convenience of an electronic ignition option implies the simplicity of any settings in the car, high accuracy and reliability of the functionality. Therefore, it is worth choosing just such an ignition in order to get all of the above benefits and appreciate true comfort!

VAZ 2106 1995 MPSZ for classics

Fluently reading the forum dedicated to this project, I wanted everything at once. I did not make a payment, look for spare parts, etc. Bought a block. The rest ordered in the store:

- a front cover with a tide for the crankshaft sensor, a pulley and the sensor itself from the injection 7-ki;

– DBP from Lanos (12569240);

- DTOZH 19.3828 (+ a new tee to prepare everything in advance, as in the photo);

- DD Bosh 0261231176 (wires laid, the sensor has not yet been installed);

For SECU-3T

The coil and switch left the same. If suddenly the seka dies, I insert the switch chip back into the distributor, and the classic version will take J.

In general, I installed all this. Installation locations in the photo:

tee for DTOZH SECU

And most importantly, what was the result of all this?

Previously, at 100 km (70 km on the highway + 30 in Lviv) I drank 8 liters. And now somewhere around 6.8 liters. Of course, for me it was not in the first place, but it was pleasing.

Such a nimble became in the entire range of engine speeds (up to 4500 rpm, I didn’t try further - there are no wings 🙂, but already over 145 km). In general - a swallow :).

The classics need microprocessor "bells and whistles"

Advice! To what extent the new microprocessor ignition system is adapted to the realities of working on the classics, ask the owners of "miracle electronics" who have left for at least a season.

What gives such a microprocessor ignition system:

the absence of an ignition distributor in the circuit has a beneficial effect on the stability of the spark and the absence of “contact bounce”;
idle stability is practically not inferior to an injection engine;
The main advantage of the microprocessor system is the "smart" selection of the ignition timing according to the engine parameters, which allows you to work at optimal angles and not get out into the detonation zone.
fuel economy on a conventional, unkilled Zhiguli "six" engine per circle decreases on average from 10 liters of gasoline to 6-7.

For your information! A wonderful reduction in gasoline consumption is possible only on an absolutely serviceable and adjusted carburetor, otherwise the electronics will only aggravate the situation with consumption.

How the microprocessor ignition system works

For your information! This is the most important stage and it will not be possible to get off with the use of a standard tabular set of values. For example, MPSZ firmware for UZAM engines is very different from VAZ, especially GAZ.

the position of the crankshaft, it is often necessary to purchase a new cover with a tide for the sensor, and when installing it, you have to tinker a little because of the small space for work;
the absolute pressure sensor outputs to the microprocessor unit the degree of vacuum in the intake manifold, which allows the electronics to indirectly correct for the degree of engine load;
coolant temperature sensor - coolant;
the knock sensor is mounted according to the instructions on the middle part of the block under a special bolt with a nut;
synchronization sensor.

In addition to the sensors, you will need the microprocessor block switch itself, a new two-pin ignition coil and a wiring harness with chips.

The ability to purchase the assembly in parts provides savings, but does not guarantee stable operation

What can be put on the classics from the existing MPSZ

Ignition coils can be isolated in a separate unit, as an option, they can be fixed directly next to the candles on the head cover.

MPSP setup

We have to train the processor for our motor and get our own tables, on the basis of which the ignition operation will be optimized as much as possible.

MPSP. Microprocessor ignition system for the classics in the following video:

So I decided to do MPSZ, I will write about all my successes and I am amazed here.

Why exactly it - the project is open, good documentation, relative simplicity.

So, let's begin:

Initially, a difficult path was chosen, with the manufacture of a printed circuit board on their own, but nothing happened, so I had to abandon this path and buy it for 160 UAH. ready, bought from the developer.

Then it needs to be soldered, I don’t actually describe the soldering process itself, since for a specialist it’s simple and obvious, for a non-specialist it’s quite difficult, so if you don’t own a soldering iron, it’s better to buy it already soldered, or ask someone who knows how to do it.

It is stitched, in principle, quite standardly, and in order not to reinvent the wheel by copy-pasting, in principle, I did everything as it is written:

Q: How and with what to flash the Secu-3 block?

A: Block firmware is understood as writing a program to the flash memory of the microcontroller. This program, once recorded, in addition to its basic functions, can also flash itself. This function is performed by the so-called. a bootloader or bootloader which is 512 bytes in size and is located at the very end of the flash memory. However, in order to take advantage of the capabilities of the bootloader, you need to write it there once. That's why:

Service mode:

After assembling the device, it must be configured once and flashed through the service connector, indicated on the diagram as ISP Adapter. Both operations are recommended to be done using AVReAl. During these operations, it is naturally necessary to power the unit from + 12V.

The launch options for avreal.exe are as follows.

Fuse installation (configuration):

avreal32.exe -as -p1 +atmega16 -o16MHZ -w -fBODLEVEL=ON,BODEN=ON,SUT=01,CKSEL=F,CKOPT=ON,EESAVE=ON,BOOTRST=ON,JTAGEN=OFF,BOOTSZ=2

Firmware:

avreal32.exe -as -p1 +atmega16 -o16MHZ -e -w secu-3_app.a90

An example of setting FUSE bits in PonyProg:

Archive with batch files for patching the checksum, installing fuses and firmware

I draw your attention to the fact that in the service mode, the firmware file is understood as a file in hexadecimal (hex) format with *.a90 or *.hex extension, > 30kb in size and containing only hexadecimal characters 0-9ABCDEF. If everything is done correctly, then at the next reboot, the unit will blink once with an LED connected through a resistor between pin 16 (CE lamp) and ground. At this point, the service mode can be considered complete and all further changes to the program can be made in the user mode.

User mode:

The user mode requires a manager (control program for PC) and a working COM port connected by a conventional COM port extension cable to the SECU unit. If the manager at startup complains about the impossibility of opening the COM port, then you need to set the correct port number in the manager or look for problems in the operating system. I pay special attention to the fact that in user mode, a firmware file is a file in * .bin format containing any characters, but the size of this file is only this: 16384 bytes. To convert firmware from hex format to binary, you need to use the hex2bin.exe utility. Reverse conversion is not required. User mode can be divided into bootloader mode and run mode:

Bootloader mode: This mode is entered when power is applied with the bootloader jumper installed. In this case, the main part of the program does not work, only the bootloader works, which is able to read or write the main program to the flash memory of the microcontroller by commands from the manager. To do this, in the manager on the "Firmware data" tab, you need to set the Boot Loader checkbox and select the desired operation by the RIGHT mouse button. This mode should be used if the main firmware is damaged, but if everything works, then these operations can be done in the operating mode, of course, with the engine stopped.

Work mode: the bootloader jumper is removed, the status is "connected", the "Settings and monitor" tab is active. On the "Firmware Data" tab, RIGHT mouse button operations are available.

After the firmware, you need to calibrate the ADC, as is done:

Let's see what the program shows.

We measure what is real.

then we repeat but we need different values.

after which we build a system of equations with two unknowns, and solve it, I won’t describe how we count, there is mathematics in the 8th grade of the school, but if anyone wants, I will help to calculate.

where a, b - what the program shows

m,n is what should actually be.

We bring it into the firmware and save it.

In principle, sensors can also be calibrated in the same way.

Q: How to properly calibrate the DBP?
A: On the "Functions" tab, it is necessary to select the values of the "Offset" and "Inclination" parameters in such a way that, when the engine is not running, the "Absolute pressure" device would show the current atmospheric pressure. As a rule, this value is 99-100kPa. Table for converting pressure into various units of measurement. The meaning of the "Offset" parameter is described in the figure. The "Slope" parameter determines how many kilo-Pascals the pressure must change in order for the voltage at the sensor output to change by 1 Volt.

Settings for DBP MPX4100: The slope of the curve is 18.51 kPa/V, the offset of the curve is 0.73V.

Explanation:

1. The slope indicated in the datasheet is 54mV / kPa. Correspondingly 1 / 0.054 = 18.51 (kPa/V).

2. The datasheet states that at 20kPa, the sensor outputs approximately 0.3V. So at 18.51 kPa, the sensor should give (theoretically): 0.3 / (20 / 18.51) = 0.277V. The displacement (in the manager) should be such that at a pressure of 18.51 kPa we have 1B (then the straight line will pass through 0). So the offset will be: 1-0.277 = 0.733B.

There are absolute pressure sensors with a reverse characteristic (shown in the figure).

For such sensors, the offset can be selected empirically or calculated using the formula:

Voff = 1 - g * (5 - VL) / PL, where:

PL - minimum pressure (kPa);

g is the slope of the curve (kPa/V);

VL - voltage corresponding to the minimum pressure.

p.s. In this case, the offset is not relative to 0, but relative to 5V (in the direction of decreasing).

Example: A sensor at 20kPa outputs 4.5V and has a slope of 25.7kPa/V, then Voff = 1 - 25.7 * (5 - 4.5) / 20 = 0.36(V)

To indicate that we are using a sensor with an inverse characteristic, you need to indicate the slope of the curve with a "-" sign. For example, as shown in the below:

Customization:

Attached is the firmware.

The settings for the UZAM412D engine have been added to the firmware, the settings are not rolled back on the real engine, and in any case it will be necessary to finish it on the real engine.

The settings were made on the basis of the distributor characteristics, so with these settings the engine should work without any problems, but even so the curves are not optimal, since the VOC is affected by engine conditions, wear and tear of the timing, fuel quality, as well as existing tolerances on engine parts, All this was not taken into account when making the settings.

Today yesterday I decided to study the issue of a more correct setting, I went to the MPSZ2 website and found the firmware for this engine there, and was surprised, it is very similar to what I got, I decided to compare, and I was surprised even more it is identical to mine, looked at the comments, was made according to all the same distributor characteristics, people even drove it, it seems to work as it should.

Speaking of birds, this firmware is suitable for the UZAM 3313 engine (1.8l / 76 gasoline).

So the installation on the car:

Pulley 60-2 /DPKV

The drawing can be obtained from secu-3.org

In order to replace the pulley, I had to remove the radiator, as well as the grille.

The old pulley was removed by the barbaric method, since the puller could not be found, so if you plan to install the old pulley later, I recommend that you still get a puller.

Now about the correct installation order.

1. Install the DPKV.

2. Turn the CV so that the TDC marks match.

3. Remove the pulley so that the marks do not move.

4. Try on but do not install a new pulley, draw a mark with a marker on the tooth above which the sensor will be.

5. Count 20 teeth starting from the one marked clockwise, cut off 21 and 22, you can use a grinder, the main thing is to be careful, and do not overdo it. Thus, from the place where there are no teeth to the tooth under the sensor, there should be 20 teeth.

6. Lubricate the pulley on the inside and outside with salidol or oil.

7. Install the pulley in its place.

8. Adjust the position of the sensor, as well as the gap between the sensor and the pulley, it should be 0.5-1.3mm.

If anyone is interested, I made a mistake during installation, and tried on the DPKV without a belt, because of which the bracket was redone several times, but everything ended well.

I used DPKV from a GAZelle, in principle, there are no complaints about it, it is smaller than from a basin, so it’s a little easier to install it + it comes with a wire, and the connector can be taken from the wiring kit for contactless ignition.

DBP

Unfortunately, I don’t have the necessary sensors, so I thought about purchasing them, after looking at the prices for sensors, in particular DBP, I was upset, Bosch costs a little more than 500 UAH, and GAZovsky almost 300 UAH, if you take a used one, you can save 100-200 UAH, but I don’t risk taking a used one, because in case of problems I will think for a long time that the sensor or the board is buggy, after reading the device’s website, I found an interesting question / answer, I will quote:

Q: What DBP (MAP-sensors) can be used besides 45.3829?
A: Any with a similar characteristic. For example: 14.3814 (similar to 12.569.240), MPX4250, MPX4100A, etc.

I found other sensors on http://www.kosmodrom.com.ua, and was pleasantly surprised, MPX4250, MPX4100A and similar sensors can be bought within 150 UAH, the savings are quite large, until the board is ready I will study the issue of non-specialized (non-automotive) ) sensors, but I think that this option has the right to life, though it will have to be calibrated, but we see we are not looking for easy ways ?!)

Bought MPX4250.

Calibration is quite simple, for this you need to know school mathematics, have a voltmeter (it can be universal), and preferably a barometer, calibration procedure, calibrate the ADC error, and then achieve atmospheric pressure, it is described above how to do it. If someone has problems with the calibration, I will be happy to help.

After acquiring the sensor, I learned that this is the most correct way, since the Volgovsky sensors are quite unreliable.

Spark plugs, BB wires

BB wires and candles can and should be used regular ones, the gap on the candles needs to be slightly increased, how much to increase - it all depends on the short circuit, for example, Volgov coils 0.8 gap, and with TAZ 1.1, respectively, it will be better, although the price is much higher.

It remains to rebuild all this business and it's ready!

Having traveled a bit on the MPSZ, I revealed several glitches:

1. The switches start before the block, because of this, a spark jumps on the candles at the moment of switching on.

2. The unit must be connected to a stable power source through a relay, not through the ignition switch directly.

regarding the settings:

These are distributor curves, in principle they suited me, they fit engines 3313 and 412D.

These curves (xx, working map) were torn from the regular Moscow microprocessor ignition MS-4004, they fit engines 3313 and 412D, the curves do not correspond above 5000 rpm, the vacuum is 0 mm Hg. - 600 mm Hg, for Secu-3, upper pressure Idle pressure, lower pressure - idle pressure minus 80 kPa, most likely so correct.

This is a CVS file, in principle everything is signed in it, 600 mm Hg. XX mode, taken from the same place, if you want to consider it, enter it into your MPSZ,

for other CVS engines I will make a file upon request.

Modified August 1, 2012 by CrAzYMaN