Wasted Spark air/oil cooled fuel only.
In the wiring diagram (for quick start Msqt3) shows injectors 1 and 3 together and then 2 and 4 together.
In the wiring diagram (for Msqt V1 and 2) injectors 1 and 2 are together then 3 and 4.
Checking for contnuity I realized that the numbers on the 35 pin amp seal are not numbered left to right but right to left-backwards.
Wasted spark for my motorcycle is left coil fires 1 and 4 and right coil fires 2 and 4. Should I connect 1 and 4 together and then 2 and 3?
Thank you for your time.
injector wiring
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.
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.
Re: injector wiring
Your post is a little confusing ...
Alternating injection generally works best when the paired pistons come to TDC together - in this case, 1-4 and 2-3.
What are you riding? Do you plan on adding spark in the future?
Alternating injection generally works best when the paired pistons come to TDC together - in this case, 1-4 and 2-3.
What are you riding? Do you plan on adding spark in the future?
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Bernard Fife
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2whldreams
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Re: injector wiring
Thank you for responding to my confusion. If I ask enough stupid questions maybe something intelligent will happen.
In response to the question about specific application, the machine is a 1982 GS1100EZ. If I were to turbo the bike then I could see the benefit in searching out the deep dark depths of Msqt ignition.
I owned for a few years, a factory 1984 Kawasaki 750 turbo. The machine was so well engineerd the powerband was as linear as a normally aspirated engine. The combination of correct size turbo, fuel injection and computer made the idea of adapting this theory to a classic bike irresistable.
Had I known how much it was gonna cost not only monetarily but in terms of other resources, I wouldn't even have started. Ironically, that has turned out to be the good news. I am in so deep into this project I can't not finish this motorcycle (obsession).
I will hook up 1 and 4 and then 2 and 3 as the pairs have seperate pins on the Msqt. Theoreticlly, it doesn't make a difference, but since this efi is rocket science to me anyway, it seems to make sense.
In regards to the numbering on the pigtail. If you look at the rear of the V2 Msqt 35 pin Ampseal-wires going into the ampseal-the numbering is left to right. If you look at the pigtail where you see the female copper connectors the numbers are reversed. I figured this out by checking for continuity. Another tip to add to the confusion. Adding the necessary parts to convert a carb'd bike to efi means some component(s) gets buried. It is to my advantage not to make any assumptions or hope that somehow the thing magically runs.
Thank you for your input gentlemen.
In response to the question about specific application, the machine is a 1982 GS1100EZ. If I were to turbo the bike then I could see the benefit in searching out the deep dark depths of Msqt ignition.
I owned for a few years, a factory 1984 Kawasaki 750 turbo. The machine was so well engineerd the powerband was as linear as a normally aspirated engine. The combination of correct size turbo, fuel injection and computer made the idea of adapting this theory to a classic bike irresistable.
Had I known how much it was gonna cost not only monetarily but in terms of other resources, I wouldn't even have started. Ironically, that has turned out to be the good news. I am in so deep into this project I can't not finish this motorcycle (obsession).
I will hook up 1 and 4 and then 2 and 3 as the pairs have seperate pins on the Msqt. Theoreticlly, it doesn't make a difference, but since this efi is rocket science to me anyway, it seems to make sense.
In regards to the numbering on the pigtail. If you look at the rear of the V2 Msqt 35 pin Ampseal-wires going into the ampseal-the numbering is left to right. If you look at the pigtail where you see the female copper connectors the numbers are reversed. I figured this out by checking for continuity. Another tip to add to the confusion. Adding the necessary parts to convert a carb'd bike to efi means some component(s) gets buried. It is to my advantage not to make any assumptions or hope that somehow the thing magically runs.
Thank you for your input gentlemen.