RD 350 EFI microsquirt

[jumjum01]

Hello

I see some of you have done EFI on the RD350 with microsquirt ecu.
Has anyone had such a great success that you can reccomend doing this? It seems like fuel pump selection and power needs (dyno to small) are the biggest concerns.

regards Kristian from Denmark

[Smoker]

Nope.

[MK]

At least mine is up and running since around 2007.

In the last time it's suffering a bit from a weak charging (guess the Chinese aftermarket stator is to blame).
As you noticed, that's a crucial point as the fuel pump draws around 50W, the lights have 55W and you still need to feed the DC CDI, PV servo and charge the battery.

[jumjum01]

Hi Martin
Thanks for your reply. Does your RD run better with the EFI over stock? How did you create/tune til fuel maps? If I go the EFI route, would you care to share your Microsquirt project file?

Kristian

[MK]

I've put a lot of logging and optimization work on the low range, so this is definitely better than before.
On the other hand I don't run WOT for long, so that is still subject to optimization.

https://youtu.be/GZnZ5Ku1IOE
https://youtu.be/MEdnsjPhVSY
https://youtu.be/AYojQfwG13M

If you need msq's, I can send you my files as a starting point. But due to firmware and individual engine specs, you'll need to fine tune that anyway.

[jumjum01]

Damn your bike runs smooth.. I have just placed order for R6 throttle body, Microsquirt ECU and Walbro fuel pump. I have 2 NTC temp and map sensors in my parts bin. I am planning on 3dprinting the intake manifolds for the TBs. If you can send me the TuneStudio project files that would be great. I all ready own a wideband sensor with 0-5V output, so tuning should not be a problem
My email is: jumjum01@hotmail.com

[MK]

Save the work for 3D printing unless it's aluminum or titanium.
Ever wondered why the stock bolts are 10.9 quality?
You need to tighten that really good and no standard filament plastic material will withstand that pressure.
Maybe if it's an industrial pressure cast of fiber added material having metal inserts.

If you buy R6 stuff, take care that the MAP sensors are included. I have measured the pressure vs voltage curve and use two of them.

The biggest improvement was to introduce a lag between the drivers TPS "demand" and what the ECU "is seeing". This avoided the typical issue when having step functions like fully closing the throttle from WOT and then re-opening it half way quickly.

Another is related to a bug in the air density correction factor. My correction "curve" was empirically created with a stim board and a syringe to fake air pressure at altitude.

And I had good experience with the injectors from the CBR1000 SC57/59. They have more and finer holes than the R6 stuff which positively influenced the idle range.

[jumjum01]

Thanks for the files. Are you using GM HEI module and stock VR for crank pulse? I dont understand how 2 crank pulses spaced 180 apart on one rotation (like smurph setup) can work. How does this setup know which cylinder is at TDC/BDC and which injector to fire?!

[MK]

In my case I'm using an additional Ignitech / Zeeltronic module to take care for ignition and power valve.
That was the easiest cheat back then.
In my case I feed the Ignitech tach output into the Microsquirts appropriate input.
That was configured to one pulse per rotation.

Using the VR signal from the original pick up is possible, too. In this case you'd configure that you have 2 signals per rotation but inject once per rotation.
I had wired up the MiniMS to using this setup: A VR conditioner circuit using the LM1815 feeding the MS. Output went to a stock RGV DC CDI which fired through two independent HT coils.
It worked, but I didn't follow that way due to missing PV capabilities.

Controlling the injection timing at a specific crank angle is not possible with both methods. The good news: It's not required either.
TB injection and a long long way through the intake manifold, reeds, crankcase, transfers to the combustion chamber gives the fuel enough time to atomize.
It'd be different with crankcase injection or the KTM TPI system.
In this case you'd need a toothed wheel somewhere on the rotor and the pickup reading that one.

[jumjum01]

Just got the bike started with EFI
I need to feed the 2 stroke oil into the system from the oil pump. I use one of the two vacuum ports on each R6 throttle body for MAP sensor. I would like to feed oil through the other vacuum port on eath TB. Will this work and mix up with the fuel?

[MK]

Well I use 1:40 mix, so that's an issue I didn't ran into.

First I'd check where the passage goes. Use a syringe and press oil into it. If it only comes out in one place that exists after the butterfly, then it's ok.

Don't worry about the mixing. It does with the stock carb, so why shouldn't it with an EFI?

[jumjum01]

Ok thanks. The ports are after the butterfly. Bike is running on 1 cylinder. Seems injector 2 is nor fireing.. Do you have injector 1 & 2 on the same output bank (pin 9)? I have them seperated on two banks (pin 9 & 10)

[jumjum01]

It was a wire mixup. Both cylinders works now. Time to tune the bike

[MK]

Had to look that up, but it's pin 9 and 10 for Inj1/2, too.
But don't ask me about the injector configuration. That's definitely too long ago.

Use the Megasquirt forums to figure that out. Maybe something simple like a faulty injector or broken wire?

[jumjum01]

Conversion is a success. Bike is now running awesome... Thanks for all reply and help

rd1.jpg (245.55 KiB) Viewed 1093 times

rd1.jpg (245.55 KiB) Viewed 1093 times