Here's a recent photo of the engine:
Excuse the rust and dirt, this is a daily driver (during Illinois summer at least).
The crank signal for the ecu is picked up from the single ballast resistor feeding the waste-fire coils. This gives one ignition pulse per 180 deg crank, just like a 4 cylinder distributor with single points. Could have used the cheaper megasquirt I with this arrangement, but the microsquirt should allow full ignition control, which is on the agenda for this winter.
Since I had well tuned maps developed for the other ecu, was able to convert them over to microsquirt format and have some reasonable maps to start out with. Winter hit before I could do much datalogging, but they seemed ok (the translated maps and enrichments are included in the link above). The other ecu had full sequential fuel, but the batch fire microsquirt seems to idle and run just as well.
How does the bike differ from when you had carbs on it as far as low end performance? Top end?
Again, great job!
When fully warmed up, the efi and carb versions are hard to tell apart. I think the engine runs a little smoother with efi, although the goldwing was designed to be ridiculously vibration free already.
Since the original posting of this project, have mounted a 36-1 trigger wheel, converted to msextra code, and now running 4 channel ignition control in "cop waste fire" mode. But, since I'm also running IAC and cooling fan control, am running a little short of standard output channels for doing sequential injection, but working on a few ideas!