Alan29
Active member
- Joined
- Jun 23, 2019
- Location
- Jax Adjacent, FL
Another newb thread....
I'm working on sourcing parts and reviewing wiring diagrams to convert my 83 244 Turbo from k-jet to Microsquirt. Going wasted spark using LS truck coils and the Yoshifab DSM CAS adapter. At the same time I'm adding an IC, replacing the exhaust (turbo back), and adding a 940/960 electric fan.
Everything looks pretty straight forward as far as hardware/sensors/injectors/etc needed and wiring under hood. There are a few finer points that I'm getting some conflicting information online or just not understanding the best way to go about something. Some of these things may be crystal clear when I actually start diving into this hands on, but I'm trying to plan this out as much as possible to alleviate any unnecessary downtime and doing a half assed job.
1. Power to the MS unit itself. Are you using the 12v constant and keyed on from the stock fuel pump relay location to power everything your MS install (relays for the MS, FP, coils, injectors, etc)? Or are you pulling from a separate source?
2. Confused a bit about Microsquirt with wasted spark. Originally I was looking at a MS guide that made reference to jumpers on the board itself to get this done. As I dug deeper I found the PDF install guide I'm looking at now (appears this is the most recent version). It makes no reference to any physical modifications to the unit itself...merely wiring options/requirements for pairing desired coils and of course changes in the settings in the software? Is it correct that the Microsquirt unit does not require any physical modifications to the board?
3. Original plan for the 940/960 fan was using a Saab or equivalent aftermarket sensor housing with a BMW dual temp sensor to control. I'm conflicted as to whether or not to have MS control the fan or to keep it separate. I like the idea of complete separation from the engine management, but on paper it seems using MS makes for a less complicated overall install since I'm building a harness anyways. Any advantages or disadvantages to going either way with this?
4. Can you share photos of your wiring solutions for the fuses/relays for the MS, and mounting solutions? Looking for some Volvo specific inspiration and ideas to keep things clean/organized.
I'm working on sourcing parts and reviewing wiring diagrams to convert my 83 244 Turbo from k-jet to Microsquirt. Going wasted spark using LS truck coils and the Yoshifab DSM CAS adapter. At the same time I'm adding an IC, replacing the exhaust (turbo back), and adding a 940/960 electric fan.
Everything looks pretty straight forward as far as hardware/sensors/injectors/etc needed and wiring under hood. There are a few finer points that I'm getting some conflicting information online or just not understanding the best way to go about something. Some of these things may be crystal clear when I actually start diving into this hands on, but I'm trying to plan this out as much as possible to alleviate any unnecessary downtime and doing a half assed job.
1. Power to the MS unit itself. Are you using the 12v constant and keyed on from the stock fuel pump relay location to power everything your MS install (relays for the MS, FP, coils, injectors, etc)? Or are you pulling from a separate source?
2. Confused a bit about Microsquirt with wasted spark. Originally I was looking at a MS guide that made reference to jumpers on the board itself to get this done. As I dug deeper I found the PDF install guide I'm looking at now (appears this is the most recent version). It makes no reference to any physical modifications to the unit itself...merely wiring options/requirements for pairing desired coils and of course changes in the settings in the software? Is it correct that the Microsquirt unit does not require any physical modifications to the board?
3. Original plan for the 940/960 fan was using a Saab or equivalent aftermarket sensor housing with a BMW dual temp sensor to control. I'm conflicted as to whether or not to have MS control the fan or to keep it separate. I like the idea of complete separation from the engine management, but on paper it seems using MS makes for a less complicated overall install since I'm building a harness anyways. Any advantages or disadvantages to going either way with this?
4. Can you share photos of your wiring solutions for the fuses/relays for the MS, and mounting solutions? Looking for some Volvo specific inspiration and ideas to keep things clean/organized.