I built a crankshaft rig, to save me having to work outside. I use a cordless drill on the right hand side to rotate the crank. I use first gear on the drill to simulate a cranking speed of upto 400rpm, and second gear to replicate an idle speed of 1100rpm. I managed to get a trace of the VR signal using a handheld Velleman scope, which unfortunately doesn’t have a USB output, so I have to take a photo instead.



A better view of the trace can be seen below, which has been adjusted in iPhoto to improve clarity.



These are virtually identical to an FZ700 trace that a guy called frost on the MicroSquirt forums has posted which I have included as it better than my efforts, however I wasn’t that fussed about using a 240V CRT oscilloscope in the rain outside on a running bike. :lol:



This is a picture of the crank sensor end, notice the large milled slot and the plugged big end oil drilling at 4 o’clock.



Now all I have to do is boot a new program into the MicroSquirt and power the crank up. The new program logs the pulses from the VR sensor, and hopefully it will shed some light on what direction this project can take next. I am reluctant to make a hardware change to the crank (machine the slot and rebalance the crank), so I’d really like to explore the software options first. Unfortunately this is new territory for me, so I expect a delay whilst I raise my game.

You gotta laugh sometimes, as I was watching something on eBay, and I got notified of it ending soon. It was a series of Multilock connectors that were coming up, that didn't look anything like a GTS1000 ECU version, but guess what...this is a front view



and this is an overall three quarter view


and two outta three ain't bad

So there is another part out there that will do, all you have to do is cut off the surplus part or use it for the Wideband O2 sensor option or Coil On Plug capability that will come with the MicroSquirt Sequencer, when that happens though I have no idea.

Just a quick update on these AMP connectors. The OEM ECU has one 42 pin (42P) socket, or horizontal cap housing, but being a newbie to these connectors I just found out they we made as hybrids. So you got a mixture of pins, 040 and 070 varieties. Our bikes have a 26P hybrid on the left, and a 16P on the right. Nearly all 26P cap housing hybrids have a 6-10-4 arrangement when viewed from the front and going left to right.





The 26P wiring loom hybrid plug was marked 10763 which it turns out was not a reference number you could search for, but I did find it on a pdf.



This another version of the hybrid connector, the same thing but just swapped left and right




In order to interface the AMPSEAL connector I could buy a 42P vertical cap housing, sleeve the wires with shrink wrap and solder to the back of the 42P contacts. The other options are to use a 26P hybrid cap housing and a 16P cap housing or plug connector. As these connectors were made some time ago, having a degree of flexibility is useful as availability and becoming obsolete is an issue now.

16P left hand ECU equivalent female socket

This is a reversed ECU connector.


26P Hybrid 040/070 Multilock

Detail from 26P hybrid Multilock 040/070




16P Vertical cap housing

The easiest way to get the MicroSquirt to integrate with the GTS1000 loom, is to make an interconnect between the two. I am on the look out for some inline female connectors and pins that will linkup to the existing ECU loom plugs.

The connector looks like this, and it is an AMP Multilock 040/070 Hybrid component.




These connectors seem to be quite hard to get hold of, but they were quite common and fitted to Toyotas as this loom shot shows



The GTS1000 loom has two connectors that are the same as the left and right ones in this pic above, the left one is a 26P and the right a 16P type, but the left connector has two different sized pins, which you can just make out four on the left and six on the right.
Fortunately, there are quite a few folks out there that like these Toyotas, and there is a company making bespoke loom adaptors for them, and after lurking on a few forums found this link. http://www.boomslang.us They make products like this.



Time to send an email.

This is the GTS1000 crankshaft trigger detail, the camshaft trigger is the camshaft lobe passing close to a variable reluctance sensor. If you look on the MicroSquirt forum, there is a link to the MSextra section. This is an additional code area for these little boxes, and it looks like they support the GTS1000 system, which is called 4+1CAS, that is 4 crank trigger events to 1 camshaft trigger event. The camshaft trigger is the reference pulse that tells the ECU where the crank is.



Hope this helps anybody else who's looking, as it took me quite some time to sort through all the info that is posted, and there is loads of the stuff.

Finally pulled the GTS1000 crankcase from a gash bottom end, and it's a surprise of sorts. Thought I had spotted four pits in the GTS crank, that are used for crank position sensing, and there are.



and compared to the Thunderace and the FZR1000 (right) there are some significant differences. The Thunderace and FZR are both 8-1 tooth (almost), the missing tooth or reference position is the single milled slot as opposed to the seven part drillings. No wonder the Thunderace project wouldn't fire using the GTS1000 ECU.



Looks like I could mod the crank, but I think I will end up using a new ECU. The MicroSquirt is small, looks good and is a fair price too.



Go to http://www.microsquirt.com for more info,