DIYAutoTune, US manufacturer of popular, full-featured, standalone and plug-n-play engine management systems is proud to introduce AMP EFI, a high performance engine & powertrain control systems brand focused on high I/O, high horsepower drag and road racing solutions. Their popular MS3Pro Standalone System, released in 2012, quickly tore them from their Do-it-Yourself roots as they increased support for WINNING customers from all racing disciplines due to the US-made quality, realistic price point and vast feature set. Visit www.ampefi.com
DIYAutoTune parent company, Hoffmann Innovations, Inc. CEO Jerry Hoffmann said “The success of our MS3Pro platform came with some obvious challenges, a new level of customers and expectations from what we were accustomed to. Purchasing a professional grade, race-proven system from a company with Do-it-Yourself in the name introduces some conflict. We had to completely separate our feature rich systems that are obviously a cut above from the legacy DIYAutoTune (MegaSquirt) hardcore-hobby racer systems, as well as provide a whole new level of support and documentation.” Hoffmann stressed the company’s overall commitment to complete customer satisfaction, knowledgeable support, ease of use, US manufacturing and reasonable price points as DIYAutoTune’s five fold strategy that continues with AMP EFI.
AMP EFI rolled out the NEW MS3Pro ULTIMATE Engine Management System on December 8th at the 2016 Performance Racing Industry Trade Show; Shipping begins today!
MS3Pro ULTIMATE is packed with all the capability of the original MS3Pro and specific drag racing features like staged/progressive nitrous control, boost control, bump box, traction control, fast internal data acquisition, engine safeties, RacePak & 3rd party dash support, alcohol/E85 compatibility, water-methanol injection, 2 step/3 step/rolling rev limiters, plus:
- 10 channel programmable peak & hold injector outputs
- 4 VR conditioned inputs
- Onboard 4 bar MAP and Baro
- KAM (Keep Alive Memory)
- Enough I/O to run and datalog virtually anything you can dream of!
If you can believe it, there’s still more. AMP EFI’s MS3Pro ULTIMATE is available NOW with an MSRP of $1499.
AMPEFI, MS3Pro and DIYAutoTune are a part of the Hoffmann Innovations Network. All rights reserved.
In January 2016, KC Maxx Performance & VC Fabrication inquired about MS3Pro capabilities and interest in being involved in this project. Who wouldn’t be interested in a snuffed TOP SECRET GM Project?
Some intrepid GM engineers it seemed, thought that the General needed a V10 to replace the aging 454 in the truck division. Having such an engine available could also be used to develop a possible candidate for the Corvette or other GM supercar. Additionally, the V10 would in theory have similar displacement with more power, while only being slightly larger in length than the big block 454, and more easily adaptable to modern and future emissions standards and GM technologies. We were told however, that this project never got off the ground to make it past the modeling and CADD stages.
Fast forward nearly 20 years later and it appears that GM in some capacity whether official or otherwise did research and prototype a LS based V10 engine, possibly just over a decade ago. The engine you see before you was sold as scrap and spare parts to a buyer with an assorted lot of other pieces unrelated to it. The engine was missing an exhaust manifold, and had a damaged valve cover, but was otherwise complete from intake manifold to oil pan. “We had heard of this engine from the source we acquired it from, when I saw it, I knew we had to get our hands on it. Eventually it became available and we acquired it from the supplier who purchased it from GM,” says Lee Masters of VC Fabrication in Kansas City.
“Our GM sources says that around the time of this engine’s development, GM was looking to get into the V10 market to compete with the Ford pickup V10 and even the Dodge SRT-10 pickup. This engine we are told made 616 horsepower and 789 lb-ft of torque. The LS V10 motor now sits in a ’64 Impala Two Door and is being prepared for MS3Pro Engine Management, then dyno tuned to an OEM style configuration for the Kansas City World of Wheels Show, though it’s not the last stop for this project. Masters says plans are also in the works to possibly add a twin turbo system, which could potentially boost power into the four-digit range with every little effort. Excerpt courtesy of LSX Magazine; read the full article HERE.
MS3Pro comes well equipped to handle the V10 out of the box with up to 12 cylinder sequential support, but the wiring would have to be thoroughly customized. We began with our 24X LS Plug and Play harness and lengthened/ modified as necessary to accommodate the additional two cylinders, injectors and coils. Installation and configuration begin on-site today at VC Fabrication in Kansas City. Stay tuned for more updates on the only original GM LS V10 on the planet!
Official Press Release September 12, 2016
2016 Holley LS Fest crowned a NEW Grand Champion September 11th at Beech Bend Raceway. Notable Holley sponsored drivers like Danny Popp had won this coveted award in previous years. This year MS3Pro takes the crown as Mike Dusold in his twin turbo ’67 MS3Pro controlled LS powerplant becomes Grand Champion of LS Fest and his performance in the drag racing category made all the difference.
Mike ran a 10.3 @ 149mph in a car with street tires that had never made a pass down a drag strip. When we asked him what made that happen for him, Mike said “We knew we had some power and had just made some suspension changes. We set the Traction Control for 9% slip and sailed down the track. We didn’t know what to expect!” Mike also finished exceptionally well in 2 QA1 Autocross and 3S categories for an overall points win. Mike has his sights set on a Good Guys Optima Batteries Search for the Ultimate Street Car Championship to top off his extraordinary year. Congratulations Mike Dusold!
James ‘Doc’ McEntire’s 68 Camaro, See Red, holds quickest ET, fastest MPH, and quickest average ever by an all motor car recorded during a week long drag racing endurance event. There is rumor that SEERED will be seeking some mine shaft air Fall 2016 and dip into the 7 second zone.
Article, video by Scott Clark. Photos courtesy of Wes Buck, Drag Illustrated and Kyle Loftis, 1320video.com. Settings and Data courtesy of Jacob and Anastasia Hachinski, James McEntire and Jeff McConnell, David and Tina Pierce
Let’s face it: these days it’s easy to make huge power. With the advent of electronic powertrain controls and power adders, what was once impossible is easy now. Power output development has likely outpaced all the other disciplines required to bulid a reliable, fast/quick project car. Simply put: it’s really easy to build more power than you have tire, chassis, or talent to use. This is where electronic torque management (a.k.a. “Traction Control”) has become a major player in the No Prep scene.
But first, let’s also admit that it’s not just “no prep” racing that benefits from good power management: we’ve all been to a track where conditions have gone away – sometimes far away – where most passes become a pedal fest, or worse. I’ve seen this even at the best prepped NHRA tracks while tuning Pro Stock cars. Bad conditions happen, and the car that deals with those conditions the best, is the car that takes home the money.
Most people are familiar with the first generation traction control systems out there. These systems monitor driveshaft speed during a pass, following a pre-programmed “curve” that starts when the launch button is released. Any time the actual driveshaft speed exceeds the programmed target speeds, ignition cut (or timing retard) is used to bring wheel speeds back in line. These systems work well, with one major fault: they do not self adjust to track conditions. If the track suddenly becomes capable of a 7.80 pass, but your curve is set up for a 7.95, you won’t run quicker than 7.95. This is where second generation traction management comes into play: it’s much more like what the OEMs use, and it’s capable of adjusting itself to track conditions on-the-fly, in real time. We call this “Dual VSS Traction Control.” (VSS = Vehicle Speed Sensor)
How it works is simple: the MS3Pro uses speed sensor inputs from two sources. VSS1 is the driven wheel speed. VSS2 is the chassis speed. VSS 2 can be as simple as a Front Wheel Speed sensor, or a high speed GPS input, or (for the intrepid megasquirter) even ground speed radar. So far, all the examples we’re seeing today, are using simple wheel speed sensors front and rear. I know what you’re thinking: “What happens when the front wheels are off the ground??? It won’t work!!” I thought the same thing until I started using it: the MS3Pro has functionality that allows (or halts) a wheelie condition at launch, or anywhere else downtrack. We use a hybrid method of “open loop” at launch, then automatically switch to “Dual VSS” mode when the front wheel is down, and registering a minimum speed that we configure.
The first trick is setting up your speed inputs. Most people are using the simple Hall sensors found here. These sensors read any Ferrous Metal (translation: any metal that a magnet will stick to) that comes within .010” or less of the sensor tip. Some users fabricate their own reluctor rings, others simply mount the sensor in a brake caliper bracket pointed at the back of the wheel studs. Note: the more teeth you can feed the sensor per tire revolution, the more quickly the system can respond to traction loss. Some users have even used factory ABS sensors for this feed. Beware that many OEM sensors are “VR” type, which output a sine wave signal, which may need converted to a square wave signal before feeding into a digital input in your ECU. Configuration requires selecting which input each signal is wired to, configuring the tooth-count on the sensor target wheel, telling the system where the sensor is installed (driveshaft, wheel, etc.), and other data the ECU needs (tire diameter, rear gear ratio). The final step here is to test the vehicle either on the track or road with a GPS (your phone probably has one already) to confirm wheel speeds match the GPS, and each other. This can be done during a test pass where traction control isn’t being used, just record speeds and adjust tire diameter until reported speeds match each other, and your reference source (GPS, trap MPH, etc.). Look at your datalogs to make sure the wheel speeds make sense – no droupouts or noise, etc.
Once the two speed sensors are functioning, it’s time to configure traction control! In this example we’re using “Dual VSS” mode – if your sanction body doesn’t allow it, or you don’t have VSS2 set up yet, you can always revert to “Perfect Pass” mode which is identical to first generation TC systems discussed above. But if you’re working with a limited prep surface, limited tire size, or just don’t want the rear wheels overrunning the fronts – read on.
First, set up the Traction Control Settings. Here we’ve selected Dual VSS mode, a minimum TPS position, minimum MAP (load on the engine), and minimum front wheel speed for activation. We’ve also selected slip % to Fixed (it can be used with a Knob on the dash for variable slip %, more on that later). We’ve also set a minimum slip % threshold of 8%. In my experience, this needs to be around 4-5% on drag radials, and 7-9% on slicks. In testing, Tina Pierce (customer from the TV show Street Outlaws) reported that, on her Colorado which is a big tire / slicks configuration, anything above 9% here “felt sketchy and I wanted to get out of it.” Here is a datalog of one of her early test passes at the 2016 American Outlaws event in Ennis, TX. The white line is what the ECU is doing to reduce power during the run: retard ignition timing. Here it manages around 10-15% slip the entire run.
Next we set up the Traction Control Reactions. Depending on your engine and power adder combo, you can have the ECU manage power a number of ways: Spark Cut, Ignition Timing Retard, Nitrous PWM reduction, Add Fuel, Boost Reduction, Boost Cut or a combination of any/all. Here you decide how much action to take for a given amount of slip (called “SlipTime” because the amount of time a tire is slipping plays an vital role in power reduction).
Traction Control Reactions
Once the MS3Pro detects wheel spin above our set minimum (8% in this case), it takes action based on the configuration here. In my experience, timing retard (if you run coilpacks) is the best choice for instant torque reduction. Spark Cut works well too, but it’s a lot harder on your engine internals and drivetrain to use. Guys who run distributors, and are limited to a fixed range of timing advance (due to phasing inside the distributor or magneto itself), are generally forced to use Spark Cut. In our experience, it’s better to error on the side of “too much timing retard, too quickly” versus too little. The more power your application makes, the more quickly you need to address a wheelspin condition.
Note that there are other benefits to this system. Downtrack wheelies are eliminated if you use a front wheel speed sensor, because front wheel speed goes down quickly when the tire is lifted off the ground. Dual VSS will see this as a “slip condition” and reduce power generally before the driver even knows it’s happening. Another plus is that this system makes the car feel “glued to the road” as Jake Hachinski describes it. It even works well if you encounter rainy roads on questionable tires!
Note that the above covers when both wheels are on the ground, reporting speed (and hopefully helping you ignite the “Win” light!). But what do we do for the launch if our front wheels come off the ground?
Timed Retard After Launch is a feature that allows the tuner to manually retard timing based on a timer that’s started when the launch button (transbrake) is released. Configure that in the Launch / 2-step / 3-step settings:
Recently at the 2016 Rocky Mountain Race Week event, competitors and MS3Pro users James McEntire and Jeff McConnell used this feature with great success. James’ 1968 Camaro is widely known as the Quickest/Fastest all-motor street car in the world with documented wins at Drag Week, and now Rocky Mountain Race Week (Endurance Drag/Street events that test the true streetability of a project car). James’ new engine combination, a Tood Goodwin-built 672” all billet semi-hemi making 1400+hp, has a powerband that comes on like a 2-stroke engine. Doc and Jeff ran Drag Radials so they needed time to set up the chassis just right.
In the interest of running their best possible passes so early with a new car, they used Timed Retard After Launch to remove timing at .6 seconds into the pass, where the engine power increased so rapidly that it would knock the tires off (spin!) without something to reduce power.
Set up this way, MS3Pro will launch Doc’s car with full timing (configured in the Ignition Table, just like any other ECU), but at .600 seconds it will subtract 7 degrees (from the normally programmed ignition map) and slowly bring it back to “normal” at 1.7 seconds into the run. This reduced the sudden power hit enough to keep the tires from breaking loose while the front wheels were still in the air. This system works in conjunction with, but independent of, the Dual VSS Traction Control. Remember, THAT doesn’t start working until the front wheels are on the ground and registering the Minimum Speed that we configured in Traction Control Settings. Using this strategy the whole week, James and Jeff reset the All-Motor weekly average (for endurance style street/strip cars) to the mid-8-second zone. In a car that was driven 1500 miles in 5 days through the Rocky Mountains…
We’re installing this system on even higher power cars, 2500+hp and beyond.
Follow us on Facebook to see even more high powered cars making their way down low-traction surfaces clean, consistent and quick!
We encourage you to see for yourself just how powerful MS3Pro Advanced Power Management is! Here is a complete list of features.
Check out this video with telemetry overlay, that shows MS3Pro Traction Control in action. Notice the Ignition Timing gauge, and the two Wheel Speed indicators. See how the timing is pulled out to keep the wheel speeds in line? See the car in the other lane? Look fast, because you won’t see it long!
Eric Anderson & Randall Wilcox pilot this supercharged 1996 Miata controlled by an MSPNP Gen2… Click on any photo to view a nice video from Grassroots Motorsports on this team.
Engine — Short Block:
- Weisco 84xx Rings
- Custom Weisco Pistons
- ATI Super Damper
- Boundary Engineering Full Race Oil Pump
- Full Contact Crank Scrapper
- ACL Race Bearings
- ARP2000 series rod cap screws
- Manley Connecting Rods
- ARP Head and Main Studs
- 1994 Crank lightened, straightened and balanced by B&B Performance Engines
- 1994 Block machined by B&B Performance Engines
Engine — Head:
- 2000 Miata Head
- Fully ported and polished
- Bronze Valve Guides
- +1mm Manley intake and exhaust valves
- Custom cams by Kelford Cams
- Custom Valve Springs from PAC
- Mazdaspeed shim under bucket lifters
- Custom titanium spring keepers
- ARP Intake and Exhaust Studs
Forced Induction System:
- 75mm Throttle Body
- Pulley Boys Upper Pulley
- ATI Supercharger lower pulley
- Intercooler core and ducting by Top End Fabrication
- Custom Intake Manifold by BEGI and APTUS Engineering
- 1600AX 1.6L Whipple Supercharger built by Jon Bond Performance
- Walbro 255LPH Fuel Pump
- M Tuned Dual feed fuel rail
- ID 1000cc injectors
- VP Racing C-16 Fuel
- DIY Autotune MS PNP2 for 1996-1997 Mazda Miata
- Tuned by Russ at DIY Autotune
- Race Logic Traction Control
- Custom Header by Top End Fabrication
- Coating by Nitro Plate
- Custom Exhaust by Top End Fabrication
- Radiator by Top End Fabrication
- Custom Coolant Reroute
Clutch and Transmission:
- ACT Superlight Flywheel
- ARP Flywheel Bolts
- Flying Miata Stage II Clutch
- Quaife Wide Ratio Transmission
- OSG Differentials
- 4.30, 4.10 and 3.909 Ratios depending on course
- Custom tubular Upper and Lower control arms
- Delrin and Spherical bushings by ISC Racing
- AST 5300 shocks custom valved by Brian Hanchey at HVT
- Hypercoil Springs
- Racing Beat Sway Bars
- 949 Racing End links
- Custom Wilwood front
- NB2 Sport Package rear
- Carbotech Pads
- Custom ABS System
- Custom Dual Element Rear Wing
- Custom Front Splitter
Weight Reduction / Body:
- Carbon Fiber front Fenders and Flares
- Gutted Aluminum hood with Run Cool Hood Louvers
- Treasure Coast Composite Trunk
- Treasure Coast Composite Hard Top
- 1990 Dash
- Custom wiring harness
- Kirkey 41500 Seats
- G Force Harnesses
- Custom Fixed Headlights
- Ballistic 16 cell LiOn Battery
Wheels & Tires:
- Dry – 15×11 Bogart Racing with 275/35/15 Hoosier A7s
- Wet – 15×9 949 Racing 6ULs with 225/45/15 Hoosier H20 Wet
- DIY Autotune
- Top End Fabrication
- Greyhound Pets of America
- Kelford Cams
- Ballistic Batteries
- Jon Bond Performance
- B&B Performance Engines
The car is capable of going 0-60 in well less than 4 seconds and will pull north of 1.9 lateral g’s
“In 2015 My Co Driver (Randall Wilcox) was able to cap off a very successful season by winning the Pro Solo National Championship in SSM. This marks the first time a Miata has ever won the year end points.”
In 2015 the car competed in the following National Events with the following results —
- Dixie National Tour – Podium Finish
- College Station National Tour – Podium Finish
- Blytheville Pro Solo – 2nd Place Trophy
- Lincoln Spring Pro Solo – 2nd Place Trophy
- Lincoln Spring Nationals – 2nd Place Trophy
- Wilmington Spring Pro Solo – 1st place
- Toledo Match Tour – 1st place
- Toledo Pro Solo – 1st place
- Wilmington Sumer Pro Solo – 1st place
- Wilmington National Tour – 2nd place
- Pro Solo Finale – 1st place and Overall Championship
- Solo Championships – Podium Finish
In addition to this grueling National Schedule the car was Top time of the event at several Regional events thought the South East United States.
Mike Dusold is a champion in the making! With two events completed in the Optima Batteries Search for the Ultimate Street Car series, he’s off to an early points lead and being pursued heavily by some serious Corvette competition. Click the image to view Chevy Hi Performance’s video of Mike in action at the Las Vegas Motor Speedway…
“Mike Dusold’s Camaro started out as a kinda rough project that got really, really cool, over time. Then Mike started getting really good behind the wheel of it at autocross and Pro-Touring events, and then Mike decided to build it into a Camaro like nobody else has ever tried. We’ve heard that a million times, but Mike actually delivered.” Chad Reynolds, BangShift