EFI conversion on VS800

Hi all,
Well, please excuse my English but it is not my native one. After some struggling with weak rear cylinder and misfiring, followed by carbs inspection and refreshing and purchase of new fuel pump, finally I threw the towel and decided to take the easier way. The switch to EFI was on the table. The motor proved to be mechanically in sound condition. I didn't found any similar EFI conversion on this bike so this is probably the only existing EFI conversion on VS800.
Here is the beginning:












Here are the baked generator coils. Fortunately still functional and no short to ground or interna in the coils. Later will take care for that too.









The coil connectors to the regulator/rectifier:



Here is where the new regulator will be wired but ... later:



Needed new crank position trigger wheel with much more resolution:



DIY 24 tooth trigger ring/wheel and rotor/FW removing clamp:















At the same time the Ducati Monster 796 throttle bodies transformation has begun. I bought the throttles on ebay.co.uk for 29GBP. I choose these because of the similar CID as the VS800 and the low price (incl. he injectors and TPS sensor):



Had to modify them because of the limited space in the frame:











Decided to use the OEM crank position/rpm sensor:





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Deciding where to place the missing tooth based on the Megasquirt manual:



Had to be very cautious because this is an odd fire V-Twin engine and the correct place is where the cranking rpms are relatively stable/constant, i.e. no compression strokes:





Let me post now because I don't want to lose the uploaded so far.

There is no space for the tps sensor so I had to move it down:



















Using the OEM throttle cables:

The throttle adaptors because the Ducati ones have 45mm ID compared to the Suzuki's 36mm:



I didn't want so bigger throttles but that's how it happened. I expect more "jumpy" throttle responce and probably some more power.



The work on the rear throttle begun









Had only about 80mm to fit the throttle between the frame bars:

The GM 1 bar MAP sensor:



The BOSCH idle control valve:

The fuel filter:





















The WBO2 bungs on both downpires:





















The IAT sensor placement:



The COP ign. coil swap:





A VAG COP:

































The Ducati fuel injector:

The fuel regulator & housing:









The Ducati throttles as they came from UK ebay:



My WBO2 controller and sensor kit. Later will receive one more kit for the other cylinder. The Microsquirt ECU has option for independent cylinder fuel corrections based on its own WBO2 sensor readings. That means much better fuel control and MPG. The fuel control is already in my hands :-)





These are out forever! There's no way back!



Here is a scope of the original trigger signal and 1st cyl coil control:



Here are the two coils control signals:



The new crankshaft trigger wheel with 24-1 teeth:





The DIY WBO2 cable extension to the WBO2 controller mounted under the seat. Two extension cables for both sensors/cylinders:





The first wireless (WiFi) ECU connection to the laptop:



For sequential engine control I had to install synch sensor:









Adding a WiFi module to the setup:



How the WBO2 bungs install began:

















First start attempt:



Vacuum connections:



Making scope files for the MSExtra forum help desk:



Removed forever:





The engine control put on paper:



The front cyl with the coil and the sync sensor in the back:



First views of the Android based dash on my smart phone. There are four different screen layouts with option for showing what engine parameter to be shown:









The new coil control signal capture:



A working screen on my tuning laptop:



Connected:



Added heatshield to protect the fuel lines and the fuel regulator from unwanted temp. rise:

Some older pics when I was still trying to save the carbs:



Few of the many adustment screens:







That's all for now. Still more to come.
Thanks for watching!

Wow ...  that's the most detailed and complex post I think I've seen here.
Mostly the chat is about fairly basic stuff.
well done.   

What planet are you from?  Certainly a highly advanced engineering culture!

Staggered by the commitment to this project.
I have been playing with Tune ECU on a KTM RC8R but this is way more sophisticated...

Hey guys,
Your comments made me feel very proud. Thank you very much! But let me stop with the chat and post the next portion of pictures.

Just recently started the engine suddenly stopped. A bit later it appeared the fuel pump has failed due to unknown reason. Probably some weld remainings in the small fuel tank have been sucked up and have damaged the pump impeler. I consider this as my fault as I was lazy enough to skip the fine strainer on the fuel pump inlet. Thought the petcock's strainer would be enough:




Bought also a new battery:



Decided to move the idle valve over the cyl. head and replace it with an external pump:















Meanwhile the chosen external low flow and low current Walbro pump appeared as non available worldwide anymore, and also due to the its higher price I decided to go back to the intank pump location. The new 3bar pump was ordered again from ebay.uk for about 15 euro.



...this time with additional strainer:



Soon I found that an intank designed pump can't be used as partially intank because of fuel leaks around the el. terminals. Hence my next step was to make it fully closed in the tank:



















First time out of the garage:



... and the first drive on EFI:





First trip out of the city:





Later will post some videos from the project.

Thanks!

Hello all,
Here are the promised videos:

https://www.youtube.com/watch?v=uk7C1fgJufM
https://www.youtube.com/watch?v=9TMKgQ9vkug
https://www.youtube.com/watch?v=zMSOmn7ZPUM
https://www.youtube.com/watch?v=62hqkN2aT80

Thanks for watching!