Since I only need 3, I can use one of the spare outs the run the coolant input to the stock ecu/cluster since Im using the stock coolant sensor for the micro. You can modify 2 other pins to run ignition outputs for a total of 4. It has 2 injector drivers and 2 ingtion outputs. Since its pretty small theres only 35 pins on the plug, limiting the number if inputs and outputs you can use. I controls fueling and ignition 100% on its own. The microsquirt is a smaller verision of megasquirt. they did require slight modification to the lower half of the fuel rail to fit but nothing major. The injectors are from injector dynamics, 725cc/min units for a nytro snowmobile and should flow enough fuel for about 300hp. So a few weeks ago, I ordered up a microsquirt v3 ecu, various GM sensors, an ignition module and fuel injectors. I pulled the stator cover off to see what I was working with before I bite the bullet on the micro. Ill probably leave the stock engine coolant and air temp sensors intact to keep the complete functionality of the gauge cluster, try to keep the check engine light off and run the micro on its own sensors. If you guys have messed with your bikes enough, you'll notice the throttles only work while the bike is running, so Ill have to share the crank sensor signals between the stock ecu and microquirt, which is entirely doable. Ill have to leave the stock yamaha ecu intact to run them. Most importantly is the electronic throttle bodies. I just have a few things to consider first. Full fuel and ignition control, fan and fuel pump control, boost control and even ignition cut for a quick shifter and launch control. Megasquirt makes a smaller, weather proof standalone ecu called Microsquirt that has all the same features. Seemed simple to use compared to some other tuning systems Ive messed with. I did a SRT4 motor swap for a friend, in a 1st gen dodge neon running MS2 with a engine harness I made from scratch. I had a little experience with megasquirt a few years ago. Also, I'd like to have control over ignition, which I know dynojet has a box for that now, Im just not entirely sure how accurate it is since it doesnt tie into the crank posistion sensor, coils only.not to mention its like 400 bucks. Im not sure how nicely I could tune off boost driveability with big injectors on just a Power Commander. PCV is an option but I've heard mixed things from other people that have turbo-charged bikes. So while Im waiting for my fuel system parts, I decided it was time to really get into figuring out tuning options. The diaphragm must not have liked 100psi, luckily its rebuildable and the kit is only 25 bucks. So I fixed that and set pressure to 42 psi or so, after a few seconds the regulator started leaking fuel out of the pressure/vacuum port. When I first hit the key, it buried the pressure gauge haha. When I modified the regulator, I put the diaphragm back in upside down. My fuel pump and regulator modifactions seem to be working and making plenty of pressure, too much in fact lol. So after that was all finished, I quickly hooked up some fuel lines and fired the bike. I couldn't find stainless flanges and wasn't about to spend 100 bucks to make one lol. The dump pipe is 2.5inch stainless my friend had laying around, 15 bucks worth of stainless o2 bungs, and a 15$ ebay mild steel flange. I searched high and low for fitting that would work, but alas, nothing. I need to make a 20mmx1.5 fitting by turning down some aluminum on my neighbors lathe and running a die on it to cut the threads or just get an ebay metal fill plug and weld a fitting to it. So ill have to run a scavenge pump back into the fill port. the turbo is too low to run a properly sloped return line to gravity feed back to the pan. the return line will take a little more work. I found a 16mm-6an conversion fitting and cut the 6an part off, drilled it and tapped it to 1/8npt. of course I forgot to take a pic.the oil feed line was made up of some stuff I had laying around from a hydraulic clutch conversion on a mustang. Then I decided it looked shit and cut it off and jammed a 45* coupler in there lol. I started to weld a bunch of pie cuts off the compressor outlet to make its way over the valve cover and under the rad fan bracket. Maybe the bike will run in a week or 2? We'll see. Also need to get some wiring diagrams that are worth a damn. IDEALLY, I'd like to run the bike on Microsquirt. then from there I need to figure out if the stock ecu will run the drive by wire with a bunch of stuff unplugged. Im a turbo drain line away from firing the bike on stock ecu. Got all that taken care of and got back on the bike today. lots of OT and some car stuff thrown in there. Last few weeks have been busy with non bike stuff.
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