... Anyway, a new radiator from them is in the works. 3" core, with dual 1.25" tubes. ....
Woohoo! My new PSC steering box is in! <img src="/forums/images/graemlins/smile.gif" alt="" /> Wow!! What a difference!!! The original box was pretty thrashed. Steers like my little '97 now.
Thanks, Frank. That was a good suggestion. Unfortunately, during the installation we repositioned the engine. The stock fan shroud and fan doesn't line up with each other anymore. <img src="/forums/images/graemlins/frown.gif" alt="" /> I agree that it's unlikely to be flow related. I also don't think it's entirely radiator size - since the 3.0L and 3.5L use the exact same radiator. It looks to me like the timing maps are too aggressive for a 3.5L on a vehicle this heavy at this altitude. Running hot is an effect not a cause - the stock radiator isn't capable of efficiently dealing with the result.
I spoke to Griffin again after Patrick confirmed all the information I'd given him with their engineer. I misquoted Patrick. The new radiator is actually a 2 3/4" core with 3" tanks and dual 1.25" tubes. There's some hangup on the stock fan shroud mounts that I don't understand. I guess I'll find out when it shows up. I'm supposed to contact them just before the 1st of Aug for an update and/or ship date.
I replaced both O2 sensors. I was concerned that with replacing the engine, most of the front exhaust and going through a quart of oil a month the existing O2 sensor(s) weren't giving correct readings. I dropped my spares in and that actually helped a good bit. Everything has stabilized and at least now runs consistently.
My Innovate wideband O2 setup arrived a couple days ago. I didn't bother getting a gauge since I only wanted this to feed into my OBD-II/CAN diagnostic/logging software. I'm off to the shop this week to get an idea of what to do with the exhaust and get an O2 bung welded in. Then it'll be time to wire it up.
Ran across this "
Recommended Innovate LC-1 Installation" and thought it might be of some interest. For the '97-'99 Sport the closest approximation is the DSM 2G (ECU wiring/sensor stuff).
I found and have a Fed '99 3.5L ECU (MD357516) on the way and I have an email in to Dynotronics. They supposedly can do stock Mitsu ECU flashing and tuning. I'm hoping they can at the least flash a '97 3.0L ECU with the maps and injector size from the '99 3.5L ECU. That would be a start. The only drawback here is it's almost as expensive as a piggy-back unit or a Megasquirt (MS).
I managed to pull the ROM using the Openport and Tactrix's ECUFlash software on my '03 and use EvoScan to log on my '97 but that's as far as I've gotten. The primary two issues is having to build or have built a definition file for each new ROM version and virtually no information on the '97-'99 non DSM ECUs. This is going to be a long, LONG road if I choose to continue pursuing it. <img src="/forums/images/graemlins/frown.gif" alt="" /> Either way, in the meantime I'm putting together a list of Sport ECUs, board and chip numbers (with pictures where available) of the ECUs I currently have. I'll submit everything to the EVOScan/Openport/Tactrix bunch and see what comes of it.
A full ECU replacement of the OEM ECU is out - my vehicles must pass the CO emissions tests which include the OBD-II port read. As of this date, there are no aftermarket ECU replacements - including Greddy, Haltech, Megasquirt, and AEM - that have OBD-II/CAN support. There's almost no chance it'll pass emissions now so replugging the stock ECU for the test and then switching back isn't an option.
A parallel ECU installation is probably possible but for this application seems overly complicated. Trying to figure out how to get the OEM ECU to NOT pop trouble codes with the tps/maf, injector, timing, O2 input/outputs disconnected is very difficult. All the MS posts recommend either a full ECU replacement or piggy-back - not a parallel install.
That leaves installing a piggy-back unit.
Of all the units out there, the AEM F/IC 6 and 8 appear to be the current hotness. Either will theoretically do what I need it to do - straighten out the injector size discrepancy and get the fuel trims back to 'normal' and decrease the timing where needed. It also comes with MAP built in - which is nice since the 3.0/3.5L MAP values aren't available via OBD. It won't USE a wideband o2 sensor for tuning, but it will accept nb/wb input and log the information - critical information for tuning a piggy-back unit. One drawback is that they're expensive. In the $375 range for the 6 and $575 range for the 8 - 'universal' models. <img src="/forums/images/graemlins/frown.gif" alt="" /> An extension harness so you don't have to chop the factory harness is around $130 and an Innovate LC-1 runs about $150 w/o gauge.
Mitsu owners with a frequency based MAF - '97-'99 Montero and Montero Sport vehicles, for sure - must use the F/IC 8 if they want to hook into the MAF. The F/IC makes adjustments based on load so there must be a 'load' input - either MAP, MAF or TPS. I don't know if it's a requirement to patch into the MAF for what I would want to do or if the MAF is just a better choice of signals. If it's possible to ignore the MAF and use MAP/TPS and have everything work just as well, then the 6 might work fine.
Using a Megasquirt in piggy-back configuration is possible but - AFAIKT - just as (or more) expensive. The only positive is - again AFAIKT - if you buy the MS3 with gee-gaws, you can get sequential injection. Whether you can advance timing in a piggy-back configuration (the F/IC only retards) is unknown. A nice perk would be knock sensing/control (which the MS can have) but I can't find any information on whether it would work in piggy-back mode. A very large portion of MS features will not work in piggy-back mode - only parallel mode.
All support - and I mean ALL - is from the 'open source' community. If you don't already know your way around OEM and aftermarket electronic FI and ignition systems well, do not expect any support on the forums. As the product documentation states - not for NOOBS, the electrically, mechanically, reading, comprehension impaired or challenged.
Anyway, for a MS3 with MS3X completely assembled and 12' patch cables the starting cost is close to $800. IMO, this is a LOT of money just to control fuel and ignition. <img src="/forums/images/graemlins/frown.gif" alt="" /> If you buy the kit then you can knock off about $200-250.
Megasquirt comparison page AEM F/IC 6 and 8 comparison pageI loaded and looked at the AEM F/IC software a little on Friday. Looks pretty straight forward and is reasonably intuitive. I think it's easier to navigate than EVOScan - whether it as easy to tune with is unknown. I'll dl the MS software and poke around it this weekend. I don't expect it to be much different than AEM's AEMPro software.
How to MegaSquirt your Chrysler, Dodge, or Mitsubishi 3.0 SOHC (kinda outdated)
Knock module for MS3 (beta test) Megasquirt KnocksenseMS Edward
