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MicroSquirt

MicroSquirt Module

This is an FJ1200 ABS ECU case after the circuit board is removed. It is fitted with a cut down DIY Autotune PNP Nippon Denso Board adapter, that fits my cut down Toyota female connector, that incidentally matches the GTS1000 wiring loom connectors. On the right is the MicroSquirt Module, a lower cost version of the cased MicroSquirt, that allows for a few extra pin outs. When this is combined with the MSExtra code, it will give me 4 ignition outputs and four injection outputs.

I need to combine this with a driver board, so I have squeezed Jean Belanger's from www.jbperf.com excellent 4x4 board into the space available at the bottom. The image below represents a dry fit, just to check the spatial requirements, and is missing the RXTX serial connector & a discreet bootload switch for programming the device.


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Definitely not bad compared to the OEM ECU package, and much more capable, in a smaller package.
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Red GTS1000 running MS Extra using cased MicroSquirt Day 8

Yet another attempt at a cold start, but for some reason I noticed the ASE Percentages is cutting out too quickly, so I increased cycles hugely in the ASE Taper dialog box. Didn't really seem to make much difference, but WUE is the key...this engine likes quite a bit of fuel on coldish 8ºC starts, but soon drops in richness requirements as the bike warms.
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Red GTS1000 running MS Extra using cased MicroSquirt Day 7

Another day, another cold start, and still it doesn't run on after catching. At least the Priming and Cranking Pulses are doing their bit. I tweaked the WUE and ASE Percentages and it caught OK, so another day is needed to test these revised settings... Read More...
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Red GTS1000 running MS Extra using cased MicroSquirt Day 6

Another attempt at a cold start...coolant temperature 8ºC...doubled the injection priming pulses (from 1ms to 2ms) and hit the button, quick fire on the button (that's an improvement) but it dies instantly. OK, so boost the WUE (Warm Up Enrichment) and mod the ASE (After Start ) Percentages, and hit the button again. Engine starts very quickly, on closed throttle, but dies again within a second...
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Red GTS1000 running MS Extra using cased MicroSquirt Day 5

Another day and another cold start test, and it wouldn't fire, so I swapped back to the stock ECU and it fired straight up. I swapped the MicroSquirt in and with the revised settings it started straight away, but fast idle was about 800 higher than stock, and the conclusion is I need to look at my cranking pulse widths in more detail. The throttle response dropped off unexpectantly after a short time & then I realised I had run out of fuel... Read More...
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Red GTS1000 running MS Extra using cased MicroSquirt Day 4

Since that last run day before yesterday, I have been reworking my VE tables and Ignition, looking at the Cranking and Warm Up Enrichment, After Start Taper and Percentages and today I uploaded the latest configuration. It started on the bike after further tweaks to the cranking and the fast idle was around 2200 and dropping gradually to 1100... Read More...
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Red GTS1000 running MS Extra using cased MicroSquirt Day 3

I hit the road at 15:30 and 2 hours later the 5K stumble was done and dusted. The engine revs cleanly from 1100-11000K and rips on the throttle. It was absolutely awesome...and I haven't even used the full capability of the MSExtra code... Read More...
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Red GTS1000 running MS Extra using cased MicroSquirt Day 2

The throttle response up to 5000 rpm is very nice, but there is a sync issue after this. I am using the B&G adaptor loom, which has a signal diode on the crank trigger, but I was unable to swap it for a resistor, as I didn't have any. I just have to do some more work on the cold start settings and after start enrichments... Read More...
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MicroSquirt VR2 issues

I was having issues with my cased Microsquirt, and detecting the cam sensor on VR2. It turns out the shared ground with the crank sensor on VR1 is the issue, as well as the decreased sensitivity on the VR2 circuit. Read More...
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Crankshaft & cam rig

It has been a while since I have been able to do anything on this project. After I built the crankshaft rig for the Thunderace, I saw a post on the MicroSquirt forum and realised I’d need to simulate a camshaft sensor input too. Trouble was although I had a camshaft I could use, suspending it between centres and driving it by chain seemed a little OTT. I decided on a wheeled tyre that would run on the circular part of the crank web, and by running at half crank speed, it would do the job. In reality it probably wasn’t the wisest choice, as it took a fair bit of tweaking and I still need to get a one piece O ring. There are three superglued together on the cam wheel.

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Crank sensor not in place yet

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After spinning up the cam wheel and using the hand held scope, I was getting too much interference to get any real info : (

Next step was to get a 2 channel oscilloscope that would hook into the laptop, as the hand held Velleman was only single channel. A quick peek on eBay and a few weeks later, a 5 channel USB device dropped through the letterbox.

After loading the software, finding another oscilloscope probe and spinning it up, this was the result. Pink is the cam sensor, light blue the crank.

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Looking good so far I thought, so I bootloaded the Tooth Analyser code into the MicroSquirt, and opened the Tach Ref software, so that I could see what the MicroSquirt would see, and nothing happened, Disappointed I powered the unit up. Set the ECU code =2 and the LOW BATTERY in red never went away. Checked the connections, checked the MicroSquirt voltage, checked the bootload ground voltage, reloaded the 2.888a embedded code, but still no battery voltage...nothing seems to make it run.
Checked the MicroSquirt website for documentation, and I hope I haven’t got a bootload lockout (it’s a version 1). This is the second time this fault has happened and last time I was clumsily checking the voltages with some new multimeter leads, that were too big and killed a track. I’ll not do the same this time...checked as much as I can, here’s hoping a guru will help me out with a pearl of wisdom.
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Crankshaft rig

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I built a crankshaft rig, to save me having to work outside. I use a cordless drill on the right hand side to rotate the crank. I use first gear on the drill to simulate a cranking speed of upto 400rpm, and second gear to replicate an idle speed of 1100rpm. I managed to get a trace of the VR signal using a handheld Velleman scope, which unfortunately doesn’t have a USB output, so I have to take a photo instead.

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A better view of the trace can be seen below, which has been adjusted in iPhoto to improve clarity.

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These are virtually identical to an FZ700 trace that a guy called frost on the MicroSquirt forums has posted which I have included as it better than my efforts, however I wasn’t that fussed about using a 240V CRT oscilloscope in the rain outside on a running bike. :lol:

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This is a picture of the crank sensor end, notice the large milled slot and the plugged big end oil drilling at 4 o’clock.

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Now all I have to do is boot a new program into the MicroSquirt and power the crank up. The new program logs the pulses from the VR sensor, and hopefully it will shed some light on what direction this project can take next. I am reluctant to make a hardware change to the crank (machine the slot and rebalance the crank), so I’d really like to explore the software options first. Unfortunately this is new territory for me, so I expect a delay whilst I raise my game.
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GTS1000 ECU connectors 64P

You gotta laugh sometimes, as I was watching something on eBay, and I got notified of it ending soon. It was a series of Multilock connectors that were coming up, that didn't look anything like a GTS1000 ECU version, but guess what...this is a front view

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and this is an overall three quarter view
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and two outta three ain't bad Laugh

So there is another part out there that will do, all you have to do is cut off the surplus part or use it for the Wideband O2 sensor option or Coil On Plug capability that will come with the MicroSquirt Sequencer, when that happens though I have no idea.
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GTS1000 ECU connectors

Just a quick update on these AMP connectors. The OEM ECU has one 42 pin (42P) socket, or horizontal cap housing, but being a newbie to these connectors I just found out they we made as hybrids. So you got a mixture of pins, 040 and 070 varieties. Our bikes have a 26P hybrid on the left, and a 16P on the right. Nearly all 26P cap housing hybrids have a 6-10-4 arrangement when viewed from the front and going left to right.

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The 26P wiring loom hybrid plug was marked 10763 which it turns out was not a reference number you could search for, but I did find it on a pdf.

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This another version of the hybrid connector, the same thing but just swapped left and right

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In order to interface the AMPSEAL connector I could buy a 42P vertical cap housing, sleeve the wires with shrink wrap and solder to the back of the 42P contacts. The other options are to use a 26P hybrid cap housing and a 16P cap housing or plug connector. As these connectors were made some time ago, having a degree of flexibility is useful as availability and becoming obsolete is an issue now.

16P left hand ECU equivalent female socket

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16P Vertical cap housing
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GTS1000 ECU Plug Connectors

The easiest way to get the MicroSquirt to integrate with the GTS1000 loom, is to make an interconnect between the two. I am on the look out for some inline female connectors and pins that will linkup to the existing ECU loom plugs.

The connector looks like this, and it is an AMP Multilock 040/070 Hybrid component.

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These connectors seem to be quite hard to get hold of, but they were quite common and fitted to Toyotas as this loom shot shows

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The GTS1000 loom has two connectors that are the same as the left and right ones in this pic above, the left one is a 26P and the right a 16P type, but the left connector has two different sized pins, which you can just make out four on the left and six on the right.
Fortunately, there are quite a few folks out there that like these Toyotas, and there is a company making bespoke loom adaptors for them, and after lurking on a few forums found this link. http://www.boomslang.us They make products like this.

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Time to send an email.
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GTS1000 crankshaft & camshaft triggers

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This is the GTS1000 crankshaft trigger detail, the camshaft trigger is the camshaft lobe passing close to a variable reluctance sensor. If you look on the MicroSquirt forum, there is a link to the MSextra section. This is an additional code area for these little boxes, and it looks like they support the GTS1000 system, which is called 4+1CAS, that is 4 crank trigger events to 1 camshaft trigger event. The camshaft trigger is the reference pulse that tells the ECU where the crank is.

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Hope this helps anybody else who's looking, as it took me quite some time to sort through all the info that is posted, and there is loads of the stuff.
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GTS1000, FZR1000 & Thunderace crankshafts

Finally pulled the GTS1000 crankcase from a gash bottom end, and it's a surprise of sorts. Thought I had spotted four pits in the GTS crank, that are used for crank position sensing, and there are.

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and compared to the Thunderace and the FZR1000 (right) there are some significant differences. The Thunderace and FZR are both 8-1 tooth (almost), the missing tooth or reference position is the single milled slot as opposed to the seven part drillings. No wonder the Thunderace project wouldn't fire using the GTS1000 ECU.

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Looks like I could mod the crank, but I think I will end up using a new ECU. The MicroSquirt is small, looks good and is a fair price too.

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Go to http://www.microsquirt.com for more info,
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