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Summary of change:
Project: VEMS controlled ignition and injection on Subaru Libero with 3 throttle bodies and injectors from motorcycle (Suzuki) Engine inline 3 cylinder 1189ccm (used in Subaru Libero or Justy) engine code: EF12 * '''4 stroke''' * max RPM: 7000 /min * '''firing order: 1-3-2''' * firing step: every 120° of crank (of course) * firing step between 2 cylinders: 240° of crank So you mean that firing (relative to cyl1) * '''cyl1''' is 0, 360 crankdeg * cyl3 is 120, 480 crankdeg * cyl2 is 240, 600 crankdeg ---- Actuators: IGN.coils: '''3pcs of automotive ign. coils (Marelli).''' * '''passive coils''' Apparently (although unconfirmed) these are 3x2 wasted spark coils, NOT COPs, so the discussion below (predates "3pcs" of igncoils) became obsolete (feel free to delete) * '''will they tolerate the planned double-fire mode''' ? Or will they fail prematurely ? ** every coil will fire just one time per revolution of crank ** => which is twice of the required rate (and what COPs are made for). ** For a given cyl (on 4 stroke): 1 spark per CAM is normal; 1 spark per crankrot is "double". And it might easily result 1/10 of normal lifetime of COP. It's a known annoyance having to call a trailer because of this: and harms reputation of brand / installer / coil. Using twice the needed sparkrate on COP is OK temporarily for initial warmup, idle-tune, or to drive to garage, known to be done sometimes, but counterrecommended (somewhat similar to "hack-shorting" a fuse) ** CNP-s are more tolerant: CNP-s made for distributer application (eg. cost efficient aftermarket CNP-s available for ~1990 Audi 3B engine, or the 2.3L NA 139Hp engine) ** or '''real 3x2 wasted spark should tolerate for long if the dwell is configured correctly''' => THIS SEEMS TO BE THE CASE HERE, GOOD ** it would be a good idea to have the sectrig connected in hardware (easy to disable, but at least have the option to make full triggerlogs, and use it to save the igncoils) ** also beneficial (smoother, and better reaction) at idle and low power (with appropriate injector angle setting) '''INJECTORS: 3pcs of 130 Ohm motorcycle injectors''' Idle valve: maybe PWM, bi-metal or none ---- '''Sensors''' * TPS: classic * CLT: classic NTC * MAT: classic NTC * WBO2: LSU 4.2 or 4.9 ---- '''Trigger1: 60-2 (VR type)''' '''Trigger2:''' i do not want to use '''trigger2''' (But the OEM distributor have 4 teeth and '''VR sensor'''. 3 teeth are at 120° and one tooth is approx 10° before the another one (for first cylinder, "Honda extratooth style") 1. Could i drive IGN and INJ with just Trigger1? My opinion is, that it '''will work "like wasted spark"''', on crank will be 3 ign. points, every 120°, it means 6 ign. points every 2 revolutions of crank. Is it possible to set this in VEMS with only Trigger1? Should be no problem (as you say, simple wasted spark setup) assuming 120 degree "even firing" of: cyl 1, 3, 2, 1, 3, 2 2. Is it OK to use '''130 Ohm injectors''' on VEMS? Which type of injector driver choose when ordering? * 130 Ohm is unusually high resistance. Are they for 12V ? (higher than 12V is possible for injectors, eg 24-28V, but EC36/23 flyback must be directly connected to the shared injector+ in any case) * any more info about the injectors ? Not direct injection or something ? Anyway, if they open (without any special high-voltage supply, like no 80V needed), than they should work without issue * default 30V high voltage flyback should be perfect: obviously no injector PWM needed (default config: 100% duty after 25.5 msec full (implicitely 100%) power Injectors are stock from bike Suzuki GSXR 1300 k7 "Hayabusa" ...at this time i dont have another information, but try to find.
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