NGWClub®, Inc.

Hey JBz, the fuel and spark maps I posted on Nov25,2013 can be used with ms2extra, no problem.

If I can get my ms2extra firmware installed and working, I'll post the TunerStudio "tune" file. This file could then be loaded into yours and microsquirt will be configured and ready to use. Would just need to fine tune things after that.

Actually, you could ask icb for his tune file, it would probably be close enough to yours to get the engine started and idling.

socrace wrote:Hey JBz, the fuel and spark maps I posted on Nov25,2013 can be used with ms2extra, no problem.

If I can get my ms2extra firmware installed and working, I'll post the TunerStudio "tune" file. This file could then be loaded into yours and microsquirt will be configured and ready to use. Would just need to fine tune things after that.

Actually, you could ask icb for his tune file, it would probably be close enough to yours to get the engine started and idling.

I think my numbers would be way off since my injectors are so large. Around idle im in the 30s on the VE table. I did find good results using the table generator that TS has and just used the autotune/ve analyze live function with my laptop in a backpack while riding to fine tune.

That did well for idle and cruise, for everything else i'll look at the datalog and run the analysis in megalogger...burn the new map and go for a ride with the laptop to see what else needs to be adjusted.

Here's the tunerstudio "tune" file that I'm currently using with my microsquirtv3 install, running ms/extra 3.3.1 firmware and tunerstudio 2.6.01.
This tune (msq) file has all the settings and all the tables needed by microsquirt (except for temp sensor tables, which are installed differently for some reason).
It uses a 36-1 wheel, read by a diyautotune hall sensor, and uses the stock '81 honda ignitors and coils for ignition. Feel free to pm me with any questions anyone might have about it!

Well, turns out that stock Honda ignitors don't really work well with microsquirt!
What I found is that at start-up, idle and mid-rpm, everything works fine, but anything over about 5000 rpm and the motor starts loosing power and backfiring.
Thought at first it was a tuning issue, but used a scope on it and was clear the ignitors were basically shutting down. Apparently the trigger voltage level rises with rpm, probably to reduce false triggering from the stock crank pulse coils (which put out over 100v at high rpm).
The ignitors used on the '85/86 LTD and SEI don't have this problem, but the GL1100 ones do.
Anyway, switched to using two GM HEI 7-pin modules instead, and no more problems. Some directions on how to use these on the megasquirt site http://www.megamanual.com/ms2/GM_7pinHEI.htm

Good info, i went with a quadspark module and a neon coil. Took a look at your tune, looks pretty good. Numbers are about the same for me under 80-90kpa.

Thanks for the info, icb. One thing I did on this setup was use fixed fuel pressure, rather than try to reference it to manifold vacuum. The difference between the two is then built into the fuel table. But since the difference only works out to be about +-0.5 AFR number, not that much of a difference (with no boost anyway)! And maybe not too bad at lower boost levels?
And just to keep up with documenting things, here's the latest wiring schematic, using a 36-1 wheel, vr sensor and GM HEI 7-pin spark ignitors:

socrace wrote:Thanks for the info, icb. One thing I did on this setup was use fixed fuel pressure, rather than try to reference it to manifold vacuum. The difference between the two is then built into the fuel table. But since the difference only works out to be about +-0.5 AFR number, not that much of a difference (with no boost anyway)! And maybe not too bad at lower boost

When I didn't have the turbo I left the vac port on the regulator open like you're saying to have a fixed pressure. I read that it can be hard to tune with a vacuum reference. Now with the turbo I only reference boost to raise the pressure a bit.

I'm also using an aftermarket adjustable return style regulator set to 45psi at idle.

Wow, I see the Goldwing Research Lab has been busy!

Well some progress finally!
Got the full 4 channel ignition with cop coils installed and running well. Wound up using a cam sensor, utilizing the stock Honda mechanical fuel pump cam. Took a hacksaw to the pump mount housing, opened it up to fit a 1" sch 40 pvc pipe (had to be non-magnetic) and mounted a sensor using JB Weld. This pipe had just the right I.D. to hold a hall sensor that I got from Autozone for $11 (2010 Chrysler Sebring 2.4L crank sensor). This sensor uses a special $20 connector, so cut down the sensor and soldered wires directly to the 3 pins, then covered the injury with JB Weld. Slopped black paint over the whole thing to try and hide it, but it's still pretty ugly, needs a little more work (or maybe a cover): Also had to make some wiring changes, of course. Notice the protection diode added across the fan relay, needed because had to use the tach out pin and it does not have a diode built-in: Then made revised changes to TunerStudio settings (had to add 180deg to former 80 deg trigger wheel, crank mount was messed up somehow but with no apparent effects). Engine maybe starts a little faster than it did before: Here's the composite trigger capture from TunerStudio: Also re-mounted the microsquirt unit to clean up what had become over time a rats net of wires. Used the old ignition ignitors mounting area (with semi-professional relay lettering): Guess I should add that the main reason for doing all this is that ignition power usage is cut in half, from 80W waste fire (8,000 rpm) to 40W for sync fire. Also, all plugs now receive the same polarity of high voltage, which reduces misfire especially under high load and maybe someday when under nox or boost...

Interesting setup with the coil on plug...any more info on how the coils attach to the plugs? Looks like you added some wire?

I have a set of coils from a cbr600 or older zx6r (can't remember) I've been thinking about trying.

Hi icb,
They are Ford cop coils that have been slightly cut down and mounted on stock Honda plug terminals. There's a short piece of plug wire to connect the two. They are small, light, very powerful and cheap (hard to spend more than $10 apiece, even for new ones on ebay). They come in two mounting lug styles, unfortunately I bought the wrong ones so I just cut the mounting lugs off and mounted them with zip ties. Get the ones (if you do) that also fit Jaguar and have mounting lugs on the "back" side (under the electrical connector).

sunnbobb wrote:Wow, I see the Goldwing Research Lab has been busy!

We've got Dr. Bunsen "Socrace" Honeydew and his noble assistant "ICB" Beaker going at it. In the background (viciously taking notes) is Casper the Friendly Canuck disguised as an American eagle.
Here's one of the bikes they're working on. This is all very secret stuff but I was able to sneak into muppet la..I mean NGW Labs and get a couple clandestine photos.

Dang, ........busted again. You can see that the 'super secret' EFI/Boost work being done is not really technologically driven, but rather we are just after the Biker Chicks, as shown by the last picture.

OK, I'll admit Miss Piggy was probably in Chicago for that photoshoot, just doesn't look like Houston or Calgary, does it?

Amazing. Too much for me still, but good to see the waste spark eliminated. Look forward to reviews on performance.