The MegaSquirt Project has experienced explosive growth other the years, with hundreds of new MS installations occurring every week - a phenomenal success! MegaSquirt has been successfully used in all aspects of Internal Combustion engine applications including R&D, Industry, Race, and Research. The MS project has transformed itself from a simple R&D project into a full-featured mature engine control system. To reflect this the support structure has also changed to meet the needs of MegaSquirt Users.
Moving forward, the R&D forums for MegaSquirt project are in a read-only mode - no new forum posts are accepted.
However the forums will remain available for view, they still contain a wealth of information on how MegaSquirt works, how it is installed and used. Feel free to search the forums for information, facts, and overview.While the R&D forum traffic has slowed in recent years, this is not at all a reflection of Megasquirt users, which continue to grow year after year. What has changed is that the method of MegaSquirt support today has rapidly moved to Facebook, this is where the vast majority of interaction is happening now. For those not on Facebook the msextra forums is another place for product support. Finally, for product selection assistance, all of the MegaSquirt vendors are there to help you select a system, along with all of the required pieces to make it complete.
Forum for discussing how to install MicroSquirt(TM), choose and troubleshoot sensors, wiring, and communications for MicroSquirt (TM) and MicroSquirt Module(TM).
Forum rules
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.
The code allows setting the cranking RPM that high; I would try setting it at 800 and see if you can get it started that way. There was a guy on another forum with a cranking speed of 2,000 RPM (a very weird attempt at putting an electric start on a weed trimmer engine) who managed to make this work.
My project bike, Kawasaki EX-250, idles at 1,300 RPM and after a bit of experimentation I discovered it likes 950 RPM for the cranking RPM.
Below that RPM number the VE table plus the ASE and WUE just weren't cutting it for cold starts. 900 RPM seemed to be the "hump" that the engine needed to get over for a successful start. Now it lights off reliably in cold start situations.
Interesting, I set mine to 250, starter can run to 350 rpm, and my idle is close to 1050 ±50, but I flat line my advance for all MAP bins, flat line my VE table for all MAP below 1100 rpm in my tables, and I got much more stable idle...it's like running alphaN for idle only, the rest is speed density at the moment.
The reasoning is any idle variations do not change the injection time or ignition values, and it seems to work.
