My thread in the Getting Started, quite lengthy is: viewtopic.php?f=18&t=2789
Bringing the discussion to the User Project forum.
This project is an ECU replacement with as little change to the OEM system as possible. Read through the manual again, and the manual mentions that the v0.4.X boards - mine is the v0.4.4, are primarily meant for an ECU replacement using the existing OEM components and wiring. Can be used for other purposes. The manual also mentions that if this is not the cas, the v0.3 family of boards may be a better fit. Interesting bit of trivia.
This is a recap from my other thread:
Time has a way of clearing one's thoughts on an issue. The break from this project has clarified a lot for me. This is actually a recap of what I have previously posted.
I am now focused on a plug and play aspect. Have read about the many aftermarket ECUs that are configured as direct drop in replacements depending on the vehicle.
I purchase an '85 Gold Wing Limited Edition FI parts bike and have the engine and CFI components on hand. Had to disassemble the engine to transport it from Ontario to British Columbia Canada in a car. The engine weighs in at some 350 pounds. Putting it back together and will be able to use it for some of the tuning and such instead of taking my on road bike apart to get readings.
Reviewing the forum threads about Gold Wing FI conversions. Most use the Micro/Mega Squirt family, but one fellow is using a Speeduino. There is good information to be had.
Most of the components are installed and useable. An O2 sensor is in the cards, as is a new trigger wheel (?). Can use the existing 8 tooth crank trigger wheel and one cam sensor.
Deciding on whether to change out the low impedance injectors that are installed with a restore pack. Sequential instead of wasted spark? This is predicated on whether there are extra components to install such as individual coils and spark igniter units. Real estate for additional items is at a premium.
Vacuum to be used for the on board MAP sensor. The Gold Wing has four vacuum ports, one for each cylinder. A fellow on another forum that converted his 1100 Gold Wing to FI married these to a single point and then took one vacuum line to the MAP sensor. A small mixing box would probably do the trick.
The crank and cam sensors are VR sensors, and need to be connected through a VR conditioner.
Upgrade to high impedance injectors - can probably get the operating specs on these, or stay with the OEM low impedance injectors - no info available that I can find other than from others who have done an EFI conversion and have info from testing, that are installed with a resistor pack. The resistor pack consists of two 3 ohm resistors. Each resistor is in line upstream of two injectors. The fellows on the Gold Wing forums may have some settings that can be used. PSIG indicated that the OEM setup is good.
Tested the CLT and IAT sensors this fall as part of my investigation into the operation of the 1200 engine. Have two data points identified, only nee a third. Will be doing this on the spare parts I have. Tested the ones that are installed on the engine against the spares, same readings. Have two confirmed readings. At 20 deg C - 2.5 K Ohm, and 80 deg C - 0.3 K Ohm. This is for both. Need a third reading - going for the freezer.
An ECU enclosure is needed. Have an OEM ECU that is faulty, has a bad ground circuit. may be able to modify this to suit and use the OEM box connector, be a nice clean install. have checked this. The OEM ECU enclosure is not suitable - will need to make one to suit. Connector is another challenge.
Spark igniters can be connected directly to the Speeduino. Need to determine if these are triggered GOING LOW or GOING HIGH.
If a different trigger wheel is installed, intend to install it where the OEM trigger wheel is. OEM installed crank trigger wheel is an 8 tooth wheel. There is a single tooth cam shaft wheel with two VR sensors. can use the crank trigger wheel and one cam sensor for operation.
The integration of the dash and travel computer happens before the ECU, or a signal from the ECU is used. Upgrading the ECU should not affect this.
The functionality that I lose at the start will be the self diagnostic that is built into the OEM ECU and the respective dash indication. I know what signals are monitored so an add on unit that does this would be nice. May be room in the OEM ECU enclosure to add a small unit. The OEM enclosure has a side window to view the ECU error codes. Need to learn how to program for this.
Rad fan operation can be controlled by the Speeduino, but is working well as a stand alone component. I also have a bypass incorporated that allows me to turn on the fan before the engine gets to the fan start temp. Good for city, start/stop driving.
Power is not an issue, did the external alternator mod a while back. Have a 55 amp auto alternator installed.
"Resistance is Futile"
"This is not a motorcycle project, it's my retirement career"