The last post described how the injectors mount into the throttle bodies. The next step was was to get fuel to their upper parts. This is commonly done by using a “fuel rail”, in which fuel is pumped past the injectors, to the fuel pressure regulator, and then returns back to the tank. By having fuel …
Continue reading ‘Microsquirting the NC30, part #18: The fuel rail’ »
The throttle bodies I’m using originally used a different brand of injectors than the Bosch EV6 ones I’m going to use. Most injectors need a 14mm diameter hole, so that was not a problem, but the hole was too shallow to allow the EV6 injectors to seat fully. Thus, minor surgery on the throttle bodies …
Continue reading ‘Microsquirting the NC30, part #17: Mounting the injectors’ »
In the last post, I described the machining of the throttle body adapters. Once those were done, it was time to move along to make some brackets to hold the throttle bodies in position. Since it is a V-4 engine, the two rows of throttle bodies are at an angle to each other. They are …
Continue reading ‘Microsquirting the NC30, part #16: Mounting the throttle bodies’ »
It’s been a while since the last post on the NC30 EFI conversion. I was concentrating on getting the CNC mill up and running so I could make some parts. As you may recall, I had designed a bunch of little pieces for holding the throttle bodies and attaching them to the airbox that would …
Continue reading ‘Microsquirting the NC30, part #15: Production’ »
Since the last post, the task has been to figure out how to mount all the fuel injection hardware. I decided that this was best done by computer modeling, since there are a bunch of different pieces of hardware that have to fit together correctly, without interference in the cramped space. The “V” engine also …
Continue reading ‘Microsquirting the NC30, part #14: A CAD detour’ »
The carbs are out. The only way they ever get to flow some gas on this bike again is if I admit defeat with this whole project. With the carbs out, I got my first chance to see how throttle bodies I got on ebay would fit. They are from a Kawasaki GPz1100 B2 from 1982 …
Continue reading ‘Microsquirting the NC30, part #13: Out with the old…’ »
In the last post, I had loaded up the bike with a simple timing curve and taken it for a test ride. However, I have been meaning to actually measure the timing advance with the stock ignition unit rather than relying on hearsay. This weekend I finally press-ganged Kathy into helping. When I previously had …
Continue reading ‘Microsquirting the NC30, part #12: Timing measurement’ »
After getting the spark hardware hooked up, it was time to get the Microsquirt to know about crankshaft motion. As I mentioned in the last post, the motor has two “pulse generator” coils offset from each other. My hope was that the signal from these coils could be hooked up as-is, since this is a …
Continue reading ‘Microsquirting the NC30, part #11: Crank trigger’ »
As of the last post, the bike was running with all sensors functional and it was time to make the Microsquirt finally do something useful: control the ignition. To understand the setup, we have to go into some amount of detail. The way (most) ignition systems work is using an ignition coil, which has two windings, …
Continue reading ‘Microsquirting the NC30, part #10: Spark hardware’ »
Finally, it was time to go for a test ride. You can view and log data over Bluetooth with a phone using the MSdroid Android app. Going out for a ride, everything seemed good until the RPM gauge spiked to 10k and then back down. Uh oh — this is what the Atmega does when …
Continue reading ‘Microsquirting the NC30, part #9: Some debugging’ »