markocosic
04-04-2007, 04:53 PM
For what it's worth I'll post useful titbits here:
Engine - 2005 Yamaha R6
Engine Management System - MegaSquirt Extra (www.msextra.com) based around a tweaked v3.0 board (details to follow) - MSnS
Electronic package - stock R6 injectors, stock R6 inductive crank angle sensor with modified trigger wheel, AB Electronics throttle position sensor, GM/Vauxhall/Opel/Saab intake air temperature sensor, GM/Vauxhall/Opel/Saab engine coolant temperature sensor, Yamaha R1 ignition coils.
Essentially the engine has been converted from CDI coil-on-plug to an inductive wasted-spark ignition (due to the cost of engine management systems capable of running CDI COP and the lower rev limits we anticipate running at). R1 coils chosen for cost and availability more than anything else.
No coil-on-plug means no need for cam synch. (hence simpler, less costly system that's easier to set up and maintain) MSnS has no problem detecting the stock crank angle sensor straight out the box (disclaimer - cranking speeds only thus far), but the pickup wheel needs modifying to a "4-1" wheel by filing off one tooth in order to provide a sync position for MSnS. It also requires moving relative to the crankshaft such that the teeth are detected at 60 degrees BTDC for the relevant cylinders - welding on a new indexing blob 38 degrees from the original and then removing the original works fine.
As far as the rest of the ignition goes, MSnS fires the R1 coilpakcs no bother. Current dwell is 5.5ms whilst cranking and 3.5ms otherwise, but this will be tweaked via the tried and tested mehtod of reducing dwell until it misses under load, increasing dwell until the coild become too hot to touch at high rpm/load, then setting the actual dwell in the middle of these two values. Sounds unscientific, is unscientific, but has been used by countless others to good effect in the past.
Throttle positon sensor - boring, works straight out the box and is auto-adjusting with the MSnS software.
GM coolant/intake air temperature sensors are the recommended ones for use with MSnS, and should require no calibration. Our experience says that they've got very wide tolerances though, and should be individually calibrated against a known temperature reference. More accurate at higher temperatures, less accurate at UK outdoor and indoor room temperatures.
Injectors - are high impedance as far as MSnS is concerned and work ok thus far. We are concerned about idle pulsewidths with such huge injectors (MSnS can only control these to the nearest 0.1ms) and so run them in pairs as you would a coil - "wasted injectors". Time will tell whether this is an issue or not. They can be switched to batch-fire as a four, or a hybrid sequential at lower revs/loads to get it to idle then batched at higher rpms/loads for responsiveness or delivery capability.
Oxygen sensor - there is currently a narrowband 4-wire heated Bosch sensor in the exhaust manifold, which will be used as an intital tuning aid for low-load/rpm/learning. Eventually this will be switched for a wideband and may or may not be installed on the final vehicle after mapping is complete.
Other titbits - Dell Latitude D410 running XP with a USB-Serial adapter works fine with MSnS, but you need to disable buffering on the serial port (head into device manager) in order to communicate with the MSnS reliably in realtime. Having flattened the battery cranking and with datalogging built into the MSnS software, we could see what MSnS can do in terms of battery voltage. Officially it should get 12V, but in reality if it's 7V or greater, MSnS couldn't care less which is good news. (certain ECUs are picky about battery voltage during cranking - ask Loughborough about their FS UK experiences with a DTA)
Engine - 2005 Yamaha R6
Engine Management System - MegaSquirt Extra (www.msextra.com) based around a tweaked v3.0 board (details to follow) - MSnS
Electronic package - stock R6 injectors, stock R6 inductive crank angle sensor with modified trigger wheel, AB Electronics throttle position sensor, GM/Vauxhall/Opel/Saab intake air temperature sensor, GM/Vauxhall/Opel/Saab engine coolant temperature sensor, Yamaha R1 ignition coils.
Essentially the engine has been converted from CDI coil-on-plug to an inductive wasted-spark ignition (due to the cost of engine management systems capable of running CDI COP and the lower rev limits we anticipate running at). R1 coils chosen for cost and availability more than anything else.
No coil-on-plug means no need for cam synch. (hence simpler, less costly system that's easier to set up and maintain) MSnS has no problem detecting the stock crank angle sensor straight out the box (disclaimer - cranking speeds only thus far), but the pickup wheel needs modifying to a "4-1" wheel by filing off one tooth in order to provide a sync position for MSnS. It also requires moving relative to the crankshaft such that the teeth are detected at 60 degrees BTDC for the relevant cylinders - welding on a new indexing blob 38 degrees from the original and then removing the original works fine.
As far as the rest of the ignition goes, MSnS fires the R1 coilpakcs no bother. Current dwell is 5.5ms whilst cranking and 3.5ms otherwise, but this will be tweaked via the tried and tested mehtod of reducing dwell until it misses under load, increasing dwell until the coild become too hot to touch at high rpm/load, then setting the actual dwell in the middle of these two values. Sounds unscientific, is unscientific, but has been used by countless others to good effect in the past.
Throttle positon sensor - boring, works straight out the box and is auto-adjusting with the MSnS software.
GM coolant/intake air temperature sensors are the recommended ones for use with MSnS, and should require no calibration. Our experience says that they've got very wide tolerances though, and should be individually calibrated against a known temperature reference. More accurate at higher temperatures, less accurate at UK outdoor and indoor room temperatures.
Injectors - are high impedance as far as MSnS is concerned and work ok thus far. We are concerned about idle pulsewidths with such huge injectors (MSnS can only control these to the nearest 0.1ms) and so run them in pairs as you would a coil - "wasted injectors". Time will tell whether this is an issue or not. They can be switched to batch-fire as a four, or a hybrid sequential at lower revs/loads to get it to idle then batched at higher rpms/loads for responsiveness or delivery capability.
Oxygen sensor - there is currently a narrowband 4-wire heated Bosch sensor in the exhaust manifold, which will be used as an intital tuning aid for low-load/rpm/learning. Eventually this will be switched for a wideband and may or may not be installed on the final vehicle after mapping is complete.
Other titbits - Dell Latitude D410 running XP with a USB-Serial adapter works fine with MSnS, but you need to disable buffering on the serial port (head into device manager) in order to communicate with the MSnS reliably in realtime. Having flattened the battery cranking and with datalogging built into the MSnS software, we could see what MSnS can do in terms of battery voltage. Officially it should get 12V, but in reality if it's 7V or greater, MSnS couldn't care less which is good news. (certain ECUs are picky about battery voltage during cranking - ask Loughborough about their FS UK experiences with a DTA)