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Engine Management

I bought engine complete with original ECU and part of wiring loom, thought the easiest solution would be to use that. The engine was with electronic throttle control and I didnÆt have throttle pedal with sensor and some kind of throttle control unit. From forums I found out that there were a lot of people who were not happy with its operation and reliability, so I went for mechanical throttle. Then there was a next problem û ECUs and loom were different for electronic and manual throttle, so there was no reason anymore to keep original ECU and loom. I chose Megasquirt II (MS). Not because itÆs the best, but because itÆs cheap and proven reliability. At this stage I had 2 friends helping me out, Sam who did most of the electrical work and Seb putting up fuel system and helping with everything else that needed to be done.
MS has two disadvantages in my opinion. First it can control only one ignition coil** and second it doesnÆt have WB lambda control in ECU. These are not really problems, but if to go for more than one coil and/or WB lambda, then separate electronic units would be needed. For ignition Ford EDIS wasted spark ignition system would be the easiest solution and for WB lambda Innovate LC-1 Lambda controller would be pretty straight forward.

We decided that we definitely needed EDIS, but would start with NB and think later about WB. We took the EDIS-8 (module, wiring, sensors and trigger wheel) from some Lincoln in junk yard for $15. We didnÆt use MS relay board, but used something from junk yard instead. ThatÆs not because of money, but because of random production car relay and fuse box had much better quality than MS one. Cooling fan was also controlled by ECU, so it needed to be taken into account when making a loom.
Sam built the loom at the beginning without heat shrink, just to be sure that everything was working and in case we wanted to change something.




Another thing to decide was fuel tank, pump, lines and relief valve. The Raider had carb engine fuel tank. The easiest thing would have been to use short wheelbase fuel injected Raider/Montero tank, but I was concerned about fuel pump flow and fuel injected tank was wider on passenger side than carb engine tank, which would have left less room for 3ö exhaust tubeà In the past when high pressure/flow has been needed I have successfully used mechanical fuel injection (also called K-Jetronic, CIS) pump. Mechanical injection was used in Æ80-s and at the beginning of Æ90-s on several German cars, like Audi, VW, Porsche, Mercedes, BMW. It operates at 5-6 bars of fuel pressure and pump can give out about 10 bars. Some VW have pump in little extra ? gallon tank, where fuel is delivered with low pressure pump, so using this system with my original fuel tank was the best for me. There was no worry about 1.6l engine fuel pump delivering sufficient flow for my 6.0l engine because the same pump with different housing is used for Mercedes 4.5l V8 with 300hp and for VW 1.6.
On Escalade the fuel pressure relief valve is somewhere near tank (or maybe in the tank) and only one line is coming to front. It is my personal opinion, but I think that that this setup is a big potential for vapor lock problems and I preferred to have relief valve in front near the engine.
For fuel lines we used Silverado lines. We put the fuel lines into the tunnel to avoid heating from exhaust.
à
Everything together it was time to start the engine first time û it didnÆt start.


We had a problem with malfunctioning fuel pump and then ignition coils firing order, but after fixing these problems at 3 AM in the morning it fired up and ran smoothly. I have to say it was really a good feeling for us. This was the moment we would always rememberà Now it was a time for ECU tuning



** Actually with some software changes it can control several coils, but I couldnÆt find much information about how to do it and its reliability.