Thanks! I think I'm (slowly) getting my act together. One problem was I had not downloaded 2.8x code, so was not seeing the dual-spark menu options.
I think my path is fairly well defined. :
MicroSquirt, Dual Spark Mode "Dual Tach Input" , "Odd Angle" =0.
VR sensors connected similarly to this diagram (just the input side, not the coils)?
http://i2.photobucket.com/albums/y23/Ca ... lSpark.jpg
Dual LS2 (D585) coils driven by separate outputs, with external pullup resistors and caps per recommendations above.
And of course all the fuel stuff....
Now to put it all together...
MS for 75 degree common pin V-twin, fuel and spark
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Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
Read the manual to see if your question is answered there before posting. If you have questions about MS1/Extra or MS2/Extra or other non-B&G code configuration or tuning, please post them at http://www.msextra.com The full forum rules are here: Forum Rules, be sure to read them all regularly.
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Bruce Bowling
- Site Admin
- Posts: 285
- Joined: Mon Feb 16, 2004 4:25 pm
- Location: Baltimore, MD
Looks good - just make sure that you change the ignition output polarity setting in MegaTune..turbodog wrote:Thanks! I think I'm (slowly) getting my act together. One problem was I had not downloaded 2.8x code, so was not seeing the dual-spark menu options.
I think my path is fairly well defined. :
MicroSquirt, Dual Spark Mode "Dual Tach Input" , "Odd Angle" =0.
VR sensors connected similarly to this diagram (just the input side, not the coils)?
http://i2.photobucket.com/albums/y23/Ca ... lSpark.jpg
Dual LS2 (D585) coils driven by separate outputs, with external pullup resistors and caps per recommendations above.
And of course all the fuel stuff....
Now to put it all together...
- Bruce
2 cyl solutions with high RPM, injection, and boost
TurboDog,
Several questions I had when going through the same process with boosting in mind.
Maintaining idle control with the large injectors needed for boosted operation appears to be a problem. The only solution I could think of was to have two sets of injectors, with the second set coming in a bit later. The Moto Guzzi link below also indicated such a setup as a "spray" injector above a certain RPM. However your standard injectors would have to make a transition of some sort to walk in the spray or there would be a rpm range of poor fuel control.
Have you had any luck finding info that effectively explains how to select a turbo for a bike application? I could not determine my VE for one thing, which appeared to be a factor in selection. Then the high rpms blow the equations for most available turbos' operational efficiency charts. I looked at the Garrett GS15 which was roughly adequate, but I think the RPMs would find the limits of that size turbo.
Can I talk to you side line on this subject? I am in Ft. Worth, and I have a BMW R1100S which I am in hopes of micro squirting. It is already EFI, EIS, but not controllable for boost consideration. I also want to add dual spark with COP, and want Bruce's sequencer.
Regards,
Jim S.
Several questions I had when going through the same process with boosting in mind.
Maintaining idle control with the large injectors needed for boosted operation appears to be a problem. The only solution I could think of was to have two sets of injectors, with the second set coming in a bit later. The Moto Guzzi link below also indicated such a setup as a "spray" injector above a certain RPM. However your standard injectors would have to make a transition of some sort to walk in the spray or there would be a rpm range of poor fuel control.
Have you had any luck finding info that effectively explains how to select a turbo for a bike application? I could not determine my VE for one thing, which appeared to be a factor in selection. Then the high rpms blow the equations for most available turbos' operational efficiency charts. I looked at the Garrett GS15 which was roughly adequate, but I think the RPMs would find the limits of that size turbo.
Can I talk to you side line on this subject? I am in Ft. Worth, and I have a BMW R1100S which I am in hopes of micro squirting. It is already EFI, EIS, but not controllable for boost consideration. I also want to add dual spark with COP, and want Bruce's sequencer.
Regards,
Jim S.
Sure, you can email me at tydriver@hotmail.com
My cell is 469-231-1669, but mostly could only talk on weekends
The following assumes you know your engine stock rated HP/Torque.
I would start here:
http://www.turbofast.com.au/tfcalc.html
Put in your engine bore/stroke/#cyl, ambient air =25C
start with VE = 80, boost pressure =0, compressor efficiency = 100
hit "calc". Now, fiddle with VE and repeat "calc" until the calculator gives you your known stock horsepower or torque.
Once you have the VE dialed in, add in the desired boost level and an assumed turbocharger efficiency of ~75%.
Now the calculator is giving you the turbocharged airflow requirement in CFM and LB/min.
One of the better collections of turbo compressor maps for bikes is here:
http://www.rbracing-rsr.com/turbotech.html
Hope that helps.
My cell is 469-231-1669, but mostly could only talk on weekends
The following assumes you know your engine stock rated HP/Torque.
I would start here:
http://www.turbofast.com.au/tfcalc.html
Put in your engine bore/stroke/#cyl, ambient air =25C
start with VE = 80, boost pressure =0, compressor efficiency = 100
hit "calc". Now, fiddle with VE and repeat "calc" until the calculator gives you your known stock horsepower or torque.
Once you have the VE dialed in, add in the desired boost level and an assumed turbocharger efficiency of ~75%.
Now the calculator is giving you the turbocharged airflow requirement in CFM and LB/min.
One of the better collections of turbo compressor maps for bikes is here:
http://www.rbracing-rsr.com/turbotech.html
Hope that helps.
As for the topic of idle stability, can you point me to specific threads that discuss this?
I can recall seeing one, where the user went to beta hi-resolution code to fix the problem, but am not finding it now.
Not sure how much power/boost you are planning. I am not going wild with boost. Initially 8psi, with an eye toward 14.7 psi, maybe, someday... and then, only with meth/water injection, which reduces the fuel requirement.
I am looking at no more than 100hp, which I should be able to attain with a pair of 32lb/hr injectors (might have to crank the fuel pressure up a little, but certainly no more than 50 psi).
Before I would commit to secondary injector(s), I would investigate a rising-rate boost-reference fuel pressure regulator. With a 2:1 rate regulator, I could have 20 PSI at the injector at idle, and whatever maximum my pump can supply (70+ psi) at 15psi of boost. It would complicate my fuel map calculations, but nothing an Excel spreadsheet couldn't handle.
Just food for thought.
I can recall seeing one, where the user went to beta hi-resolution code to fix the problem, but am not finding it now.
Not sure how much power/boost you are planning. I am not going wild with boost. Initially 8psi, with an eye toward 14.7 psi, maybe, someday... and then, only with meth/water injection, which reduces the fuel requirement.
I am looking at no more than 100hp, which I should be able to attain with a pair of 32lb/hr injectors (might have to crank the fuel pressure up a little, but certainly no more than 50 psi).
Before I would commit to secondary injector(s), I would investigate a rising-rate boost-reference fuel pressure regulator. With a 2:1 rate regulator, I could have 20 PSI at the injector at idle, and whatever maximum my pump can supply (70+ psi) at 15psi of boost. It would complicate my fuel map calculations, but nothing an Excel spreadsheet couldn't handle.
Just food for thought.