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0 Hardware Manual
Megasquirt-3 Product Range
MS3 1.5.x
Dated: 2018-07-06
Hardware manual covering specific wiring and configuration of your Megasquirt MS3X/V30 ECU.
Table of Chapters
1: Introduction............................................................................................................................8
2: Megasquirt System Hardware.............................................................................................10
3: Wiring..................................................................................................................................12
4: Fuel System.........................................................................................................................65
5: Ignition System - fundamentals...........................................................................................78
6: Ignition system - specific operating modes.......................................................................114
7: Throttles.............................................................................................................................186
8: Optional Hardware............................................................................................................187
9: Example wiring..................................................................................................................187
10: Further information..........................................................................................................195
11: Appendix A Schematics...................................................................................................196
12: Appendix B: junkyard guide to finding EDIS...................................................................212
13: Appendix C: V3.0 Board Assembly.................................................................................217
14: Revision history...............................................................................................................240
Contents
1: Introduction............................................................................................................................8
1.1 Emissions and disclaimer...............................................................................................8
1.2 Required tools.................................................................................................................8
1.3 How to use this manual...................................................................................................8
1.4 Scope of advice with MS3X............................................................................................9
2: Megasquirt System Hardware.............................................................................................10
2.1 Overview.......................................................................................................................10
2.2 Megasquirt Installation..................................................................................................10
2.3 Wiring Harness..............................................................................................................11
2.4 Crank / Cam Inputs.......................................................................................................11
2.5 Sensor Inputs................................................................................................................11
2.6 Outputs..........................................................................................................................11
2.7 Tuning interface.............................................................................................................11
3: Wiring..................................................................................................................................12
3.1 Best Practices...............................................................................................................12
3.1.1 Wire and connector choice....................................................................................12
3.1.2 Soldering or crimping.............................................................................................12
3.1.3 Re-pinning the DB37.............................................................................................12
3.1.4 Fusing....................................................................................................................12
3.1.5 4-pin relay pin-out note..........................................................................................12
3.1.6 Relay and accessory power routing......................................................................12
3.2 Grounding (Earthing) Schemes....................................................................................13
3.3 Core Wiring Diagram.....................................................................................................14
3.3.1 Connectors.............................................................................................................14
3.3.2 Optional Connections............................................................................................15
3.3.3 Additional internal inputs/outputs...........................................................................15
3.3.4 Relay Board...........................................................................................................21
3.4 Inputs.............................................................................................................................23
3.4.1 Crank and Cam Tach inputs..................................................................................23
3.4.2 MAP (Manifold Absolute Pressure) sensor............................................................23
3.4.3 IAT/MAT (Intake/Manifold Air Temperature) sensor...............................................24
3.4.4 CLT (Coolant Temperature) sensor.......................................................................27
3.4.5 TPS (Throttle Position Sensor)..............................................................................28
3.4.6 O2 (Oxygen) Sensor / Lambda Sensor.................................................................28
3.4.7 MAF (Mass Air Flow) Sensor.................................................................................30
3.4.8 Flex / Switch input..................................................................................................35
3.4.9 Spare Analog (ADC) inputs...................................................................................36
3.4.10 Switch inputs........................................................................................................37
3.4.11 B/LD boot jumper.................................................................................................38
3.4.12 CAN comms.........................................................................................................38
3.4.13 Knock sensor.......................................................................................................39
3.4.14 Realtime clock.....................................................................................................41
3.4.15 PT4 input / output................................................................................................42
3.4.16 Speed sensor inputs............................................................................................42
9.1.2 V6 : 1-6-5-4-3-2...................................................................................................190
9.1.3 Inline 6 : 1-5-3-6-2-4............................................................................................191
9.1.4 V8 : 1-8-4-3-6-5-7-2.............................................................................................192
9.1.5 V8 : 1-8-7-2-6-5-4-3.............................................................................................193
9.2 Nitrous.........................................................................................................................194
9.3 Other examples...........................................................................................................195
10: Further information..........................................................................................................195
11: Appendix A Schematics...................................................................................................196
12: Appendix B: junkyard guide to finding EDIS...................................................................212
12.1 North America - EDIS4..............................................................................................212
12.2 Europe - EDIS4.........................................................................................................213
12.3 Europe - EDIS6.........................................................................................................215
12.4 Europe - EDIS8.........................................................................................................215
12.5 Europe - 36-1 trigger disc.........................................................................................215
12.6 Europe - VR sensor..................................................................................................216
12.7 World - Coilpack(s)....................................................................................................216
13: Appendix C: V3.0 Board Assembly.................................................................................217
13.1 Introduction...............................................................................................................217
13.2 Build choices.............................................................................................................217
13.3 Assembly...................................................................................................................218
13.4 Jumper wires.............................................................................................................225
13.5 Testing Stage............................................................................................................227
13.6 MS3 CPU Card Mounting.........................................................................................229
13.7 MS3X Installation......................................................................................................231
13.8 Case Fitment.............................................................................................................233
13.9 Bill of Materials (parts list).........................................................................................235
14: Revision history...............................................................................................................240
1: Introduction
The MS3X/V3.0 is an ECU based on Megasquirt-3 technology, consisting internally of an MS3 card and an
MS3X expansion card installed on a through-hole DIY V3.0 mainboard. This manual covers MS3X/V3.0 specific
installation details and should be used in conjunction with the general Megasquirt-3 Setting up and Megasquirt-3
TunerStudio reference manuals.
The MS3X card is an input/output board for the MS3 and features:
8 hi-z injector drivers (or low-z with external resistors)
8 logic level spark outputs
6 mid current outputs for driving small solenoids or relays (on/off or PWM)
3 analogue inputs (0-5V)
4 switch inputs
Flex-fuel sensor input
Cam sensor input
Generally, instructions for DIY modifications of the mainboard for additional inputs and outputs are not
discussed - see the MS3/V3.0 manual if desired.
2.1 Overview
The Megasquirt engine control unit (ECU) receives signals from the various input sensors and then controls the
fuel and spark outputs to run the engine.
For engines that already have fuel injection installed, you will likely be able to re-use many of the existing
sensors and output hardware.
For engines that do not have existing fuel injection, review the available options in this manual and select the
most suitable components to complete your install.
2.6 Outputs
Based on the crank/cam and sensor inputs the Megasquirt calculates the required fuel and spark outputs.
Megasquirt also has CAN communications for connection to add-on modules or dashes.
3: Wiring
A main step in your Megasquirt installation is connecting up the wiring. Be sure to follow the guidance here to
avoid common mistakes that will often lead to problems.
3.1.4 Fusing
It is required that the system be fused - as shown in the general wiring diagram. Remember that an automotive
battery is capable of supplying hundreds of amps into a short circuit which can easily melt wires or start a fire.
Appropriate fuses can help reduce this risk and save component damage.
If there is a risk of the connections becoming damp then it can be worth applying petroleum jelly (e.g. Vaseline)
to the connections to slow the corrosion.
Connecting sensors to the wrong ground, using corroded ground points or dubious original wiring are sure-fire
ways to give you a headache.
There are two key rules:
1. All sensors must ground at the Megasquirt
2. Ground the Megasquirt at the engine block/head using both available ground wires.
Reasoning:
When a current flows through a wire there is always a voltage drop, the bigger the current, the bigger the drop
(this is ohm's law.) During cranking there is a very large current flowing through the ground strap from battery to
engine and perhaps a few volts may be dropped across it. Even during running, a number of amps will flow
through the Megasquirt grounds to the engine.
The sensors (coolant, air temp, throttle position, wideband, tach input) all use low current, low voltage signals.
The Megasquirt measures the voltage from the sensor and converts it into a temperature, position etc. reading.
If that sensor is grounded to anything other than the Megasquirt itself, then that input voltage will be altered by
any external voltage drops. For a sensitive measurement such as AFR (lambda) this can be a real problem. All
good wideband controllers offer a high-current ground (connects to engine) and a sensor/signal ground
(connects to Megasquirt.)
Tach input (e.g. crank, cam sensors) will be even worse - they can show false or missed teeth and cause sync-
loss due to the ground voltage difference.
The following two diagrams illustrate good and bad wiring schemes showing where the troublesome voltage
drops are created and how that would cause sensor readings to be garbage.
If re-using or splicing into OEM wiring, do not assume that their wiring is OK. Always follow the above principles.
As a check, with the Megasquirt connector unplugged, ensure that the sensor grounds have no continuity to
engine/body ground. Your sensor readings will be junk if they do have continuity - the sensors must ground at
the Megasquirt only.
3.3.1 Connectors
pin 1
MS3X
connector
pin 1
Mainboard
connector
SDcard
slot
USB
serial
RS232
serial
LEDs
14 15 16
Relay Outputs
The FIDLE and FP ground outputs from the Megasquirt are used to control relays on the relay board.
Notes:
1. SPR1,2,3,4 connections from the mainboard are not available on the relay board. You will need to cut into the
relay board cable and break these connections out.
2. INJ1, 2 power feeds have 7.5A fuses. These are intended for batchfire injectors only.
3. The 'FIDLE' output is hardwired to a relay. This is jumper selectable using to provide a 12V ("V") output or a
ground ("G") output. Do not used for very high current devices. This could be used to operate a secondary fan
relay.
4. When using a PWM idle valve from the 'FIDLE' output, the idle relay must be left out and bypassed.
3.4 Inputs
3.4.1 Crank and Cam Tach inputs
These sensors provide the Megasquirt with engine position information and are used to schedule fuel and spark.
See Crank and Cam tach inputs for detailed information on these sensors and wiring.
This sensor measures air pressure on an absolute scale where zero is a complete vacuum and sea-level
ambient pressure is around 101kPa. This sensor is the primary input for the "Speed-Density" fuel algorithm.
Alpha-N users do not require a MAP sensor and can optionally use the built-in sensor as a baro sensor.
The pressure barb is connected to a full-vacuum source at the intake manifold. When tapping into any existing
vacuum ports on a throttle body be sure to select one that gives full vacuum when the throttle is closed. (i.e. not
a "ported vacuum" source that would connect to a distributor.)
2
1
0
0 50 100 150 200 250 300
Absolute pressure kPa
Optionally a second sensor may be installed to measure barometric pressure. This works in the same way but
typically a 1-bar sensor is used. The pressure feed port is left open to the atmosphere and will help the engine
respond to changes in ambient pressure or elevation.
This external sensor measures the temperature of the air entering the engine. This is used to calculate air
density and is a key factor in the Speed-Density fuel calculation.
The temperature sensor is a variable resistor (a thermistor). Higher temperatures give a lower resistance, the
response is non-linear.
Any install not using a MAT should connect the MAT input to sensor ground to prevent the reading "floating".
A good sensor will have two wires, one wire connects to sensor ground, the other to the MAT input on the ECU.
One-wire sensors are not recommended.
The sensor may either be an "open-element" or "closed-element" type sensor. "Open-element" sensors have a
thermistor directly exposed to the air-stream - this type of sensor is required for turbo-charged applications
where the air temperature can change quickly. The "closed-element" type sensor is identical to a coolant
temperature sensor and has an encapsulated thermistor - these respond too slowly for turbo-charged
applications.
100000
80000
Resistance (ohms)
60000
40000
20000
0
-40 10 60 110 160 210 260 310
Temperature (degF)
The red dots are the three standard calibration points for GM sensors.
The ECU uses a circuit to convert the resistance into a voltage that it measures.
2.5
2
1.5
1
0.5
0
-40 10 60 110 160 210 260 310
Temperature (degF)
The manual calibration process requires the use of a multimeter set to measure resistance and ideally a
thermometer. Without a thermometer your calibration will be fairly close but not perfect.
1. Set the meter to ohms and connect the meter to the two terminals on the MAT or CLT sensor.
2. Allow the sensor to reach room temperature.
3. Take the resistance reading.
Where °C °F Ohms
Ice/water 0 32 9441
Room temp. 20 68 3518
Boiling water 100 212 172
Note that the default calibration data in TunerStudio goes down to -40° but that's rather difficult to measure in
the normal workshop.
This external sensor measures the temperature of the engine coolant (or cylinder head for air-cooled engines.) It
is primarily used to provide additional fuel during engine warm-up.
The coolant temperature is a thermistor and works in the same way as the air temperature sensor.
Any install not using a CLT should connect the CLT input to sensor ground to prevent the reading "floating".
A good sensor will have two wires: one wire connects to sensor ground, the other to the CLT input on the ECU.
One-wire sensors are not recommended.
This external sensor measures the position of the throttle plate. It is a variable resistor (potentiometer) and
sends a 0-5V signal back to the Megasquirt. The sensor has three wires: 5V supply (TPSVREF), Ground
(sensor ground return) and signal. The Megasquirt converts the signal to a 0-100% scale using your calibration
numbers. 0% corresponds to fully closed, 100% to fully open.
Switch-type throttle position sensors are not recommended.
Any install not using a TPS should connect the TPS input to sensor ground to prevent the reading "floating".
The O2 / oxygen sensor / lambda sensor input gives feedback on the air:fuel ratio (mixture) of the engine and is
screwed into a threaded bung which is welded into the exhaust system. Ensure that there are no air leaks or the
readings will be inaccurate.
Narrowband sensors are cheap and very accurate for reading "stoichiometric" mixtures (e.g. 14.7 AFR or 1.000
lambda.) They are widely used by OEMs where the 3-way catalysts require these mixtures for correct operation.
They do not give accurate readings under rich or lean conditions.
1-wire narrowband sensors rely on exhaust heat to bring them up to operating temperature and are typically
mounted close to the exhaust ports or the "collector" of a cast exhaust manifold.
4-wire narrowband sensors include a heater and a signal ground. These can be mounted further away from the
exhaust port as they are self heating. Preferable to a 1-wire.
Typical wiring
Blacks = heater power and ground
Blue = signal ground
White = O2 signal
Wideband sensors require an external controller for use with the Megasquirt. Widebands are more expensive
than narrowband sensors but give readings over a far wider range of exhaust mixtures. When used with a
Megasquirt they give you the ability to tune your engine in the rich (power) and lean (cruise) regions. Strongly
recommended.
The better controllers offer a signal ground which should be connected to the Megasquirt sensor ground. Other
models require grounding to the engine block only. Consult the directions that came with your wideband
controller.
The MAF Sensor measures the actual mass air-flow into the engine. This can be used for a more accurate
fueling calculation- other fueling algorithms estimate the mass air flow based on MAP, TPS, RPM, MAT.
MS3 supports voltage MAFs (most common) and frequency MAFs (such as LS1).
3.4.7.1 Voltage MAF
The sensors have at least three wires: 12V supply, Ground (sensor ground return) and signal to the Megasquirt.
To connect a voltage MAF to MS3X/V3.0 there is a choice of three analog pins (SpareADC, EGO2 or
EXT_MAP) on the MS3X connector so long as the input port setting in TunerStudio is set to match.
Ford 4 pin MAF
This earlier style MAF has an oval connector.
A = Switched 12 Volts Supply
B = Power Ground
C = MAF Sensor Ground
D = MAF Sensor Signal
Pin 'JS10 PT5' is also usable but requires hardware modifications inside the Megasquirt case. (See the
MS3/V3.0 Hardware manual)
Be sure to set the minimum and maximum frequencies before altering the flow curve.
Pre-defined calibration curves are available for GM LT1, LS1, LSx MAFs.
When using the 650g/s file (~800hp) set the min/max frequencies to 1000Hz and 11500Hz
When using the 1300g/s file (~1600hp) set the min/max frequencies to 1000Hz and 14125Hz
For larger flowing MAFs a custom calibration will be required.
GM 3 wire MAF (1994-2000)
A = MAF Sensor Signal (Yellow)
B = Power Ground (Black/white)
C = Switched 12 volts supply (Pink)
GM MAF sensors require a 1k pullup resistor to be installed between the signal output and 5V.
200
150
100
50
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Voltage (V)
The Flex fuel (or fuel composition) sensor detects the percentage of ethanol within the fuel passing through it.
This can be used by the Megasquirt to automatically adjust fuel and spark to allow for the change in fuel. Higher
ethanol blends require more pulsewidth and additional spark advance.
The GM sensor (shown) uses barbed pipes, the Ford sensor uses screw in fittings.
Looking into sensor connector from left.
Ground (GM = white, Ford = Black)
+12 Volt supply (GM/Ford = pink)
Output signal, (GM = purple, Ford = white)
To connect a Flex Fuel sensor to MS3X/V3.0, typically the 'FLEX' pin will be used so long as the input port
setting in TunerStudio is set to match.
The additional MAP sensor can be used to measure a pressure at a second location in the intake system, or by
leaving the port open to the atmosphere, it can be used to measure barometric pressure.
Typical threaded pressure sensor
This is a pressure sensor from Honeywell with a 1/8"NPT thread and a plug the same as GM TPS plugs. The
sensor takes a 5V supply (from TPS REF), signal ground at the Megasquirt and gives a 0-5V output (actually
0.5 to 4.5V).
Note! Double check that the jumper from S12C to JS9 is installed on your mainboard and that JP8 on
the MS3X card is NOT installed. Otherwise the switch inputs will not work correctly.
See the specific feature for information on how to configure the inputs.
The Megasquirt includes a terminating resistor internally, so no additional resistor is required at that end.
In the analogue mode, 0-5V signal is fed into JS4 or JS5 using a protective circuits as in 3.4.9.1.
In the internal mode, an add-on card is required. This gives superior knock-sensing control with software
control. It allows per-cylinder detection and tuning to specific engine bores size.
3.4.13.1 Internal Knock Module
The knock module uses a purpose designed knock-sensing amplifier chip to filter knock signals from a standard
OEM style knock sensor and interface with the Megasquirt-3.
The module uses the signals for the LEDs and JS11. So you need to use the MS3X outputs to control ignition.
i.e. "LED spark" will not work.
The module requires soldering to the top of the MS3 card.
• First ensure you are confident in this task, if not entrust to someone else or consult your dealer.
• Remove the upper case and MS3X card for access.
• Position the knock module as shown in line with rear or the DIP40 pins (i.e. adjacent to C3 on the MS3
card)
• Solder on the six connecting pins visible and the two support pins on the other side.
Use a magnifying glass if required to ensure you have created a good connection.
• Carefully install the CR1220 Lithium battery, noting polarity. The larger (+) side is upwards, matching the
(+) on the retainer.
Be aware that once the battery is installed, the circuit is live and you must prevent short circuits.
• If your install is subjected to vibration it is strongly recommended that some glue is used to retain the
battery and a support is made beneath the exposed end of the module.
• In TunerStudio go to CANbus/testmodes->Real Time Clock, set the input type to "On-board"
• Power cycle as instructed.
• You can set the clock by pressing the button. The new time will show next time you enter the menu.
For multiple channels of EGT, an external solution such as the "CANEGT" add-on device is likely the best
choice.
For a single channel, it is possible to DIY a solution. Build the following circuit in the prototype area. Connect
both EGT sensor wires out through spare pins on the main DB37 plug.
This circuit gives 0V = 0°C and 5V = 1250°C (2282°F)
3.5 Outputs
3.5.1 Fuel Injector outputs
The Megasquirt mainboard has two injector outputs. These can supply up to 14A maximum each. Typically this
allows up six injectors per channel. MS3/V3.0 supports both hi-z (14 ohm) and low-z (e.g. 2.5 ohm) injectors
directly.
The MS3X connector has eight injector outputs. These can supply up to 5A maximum each. Typically one hi-z
injector is used per channel. Injector resistors or an external peak&hold box are required for low-z injectors.
Fuel injectors are covered in more detail in section 4.
Standard 4 pin
automotive relay
85 87
12V
86 30
Megasquirt
FP output
Standard 4 pin
automotive relay
85 87
12V
Megasquirt 86 30
V3.0 standard
FIDLE
output
Solenoid type
PWM idle valve
12V
Megasquirt
V3.0 modified
FIDLE output
The 12V supply for the idle valve must be a fused switched supply - ideally from the fuel pump relay. It must
never be supplied power when the Megasquirt is off.
4-wire stepper idle valves are common on many GM vehicles. MS3 can control these directly.
All that is required is that internal jumper wires are installed. See section 13.4
a) JS0 to IAC1A
b) JS1 to IAC1B
c) JS2 to IAC2A
d) JS3 to IAC2B
e) JS9(+12V) to S12C
*Note the diode. The MS3X mid-current outputs are configured for low-frequency valves (e.g. boost or nitrous
solenoids.) For high frequency valves such as idle valves or VVT solenoids it is necessary to connect a diode
from signal to 12V in the loom. Alternatively a small jumper wire can be installed inside the case to make all
outputs high-frequency capable - this is detailed in the assembly section.
3.5.4.5 3-wire PWM idle valve (MS3X)
The MS3X outputs can also drive 3-wire PWM idle valves. The first coil on the idle valve is connected to 'Idle'
and the other coil is connected to one of the other mid-current outputs.
As with 2-wire valves, installing the internal jumper wire is desirable to make the outputs better suited to higher
frequencies.
Alternatively, if not using a stepper idle valve, outputs IAC1A, IAC1B, IAC2A, IAC2B provide a 0-12V signal
which could be used directly for a tacho output. Ensure that the jumpers in section 3.5.4.5 are connected.
High-voltage tachometers may require the addition of a relay coil to generate the voltage "spike" they require. It
is suggested that the mechanism inside the relay is removed or it will buzz loudly!
12V
12V
Megasquirt
Mid current
output
(c) 2014-8 James Murray 2018-07-06 Page 50/240
MS3X/V3.0 Hardware Guide
Solenoid valve
12V
Megasquirt
Mid current
output
On the Ford Focus 98AB19399DF alternator tested, pin 3 (SENSE) was red, pin 2 (GEN-COM) was blue and
pin 1 (GEN-MON) was grey.
These alternators can optionally be wired as high-side with one side of the field externally grounded.
A spare injector output on the MS3X or mainboard can be used as the high-current output.
(For DIY options see the MS3base/V3.0 Hardware Manual.)
P = Phase (untested)
Settings
Control Mode: High speed feedback field control
Control Output: high or mid current output of your choice to match your wiring
Output Polarity: Inverted
A warning lamp may be configured.
As a recap:
• when mid-current (relay) outputs are used, the "inverted" output setting is required.
• when digital 0-5V outputs are used, the "normal" output setting is required.
P = Phase.
Used as an engine speed output on some diesel engines.
L = Lamp.
Used as an input to enable the alternator and also as an output to indicate fault
conditions.
S = Sense.
Optionally used to monitor system voltage at a point away from the alternator,
such as the fuse box.
Simple installation
The simplest installation is to use a traditional alternator lamp on the dash. Connect one side to the "L" terminal
and the other side to switched ignition 12V.
As a recap:
• when mid-current (relay) outputs are used, the "inverted" output setting is required.
• when digital 0-5V outputs are used, the "normal" output setting is required.
3.5.7.5 Chevrolet 2-wire alternators
RVC (remote voltage control) series alternators (two pin) have been used since the mid 2000s on many
applications including Chevrolet/Daewoo vehicles.
L = Lamp.
Used as an input to control the alternator voltage and also as an output to indicate
fault conditions.
F = Field.
Field is a variable duty output to indicate the load on the alternator.
These alternators have true ECU control with a 128Hz 0-5V PWM signal to the "L" terminal. When the alternator
is off or in fault conditions, the alternator pulls "L" to ground through a ~390R resistor.
The "F" terminal can be used to monitor alternator load.
GM uses a variable duty cycle to set the alternator voltage.
Settings
Control Mode: Open-loop duty
Control Output: high or mid current output of your choice to match your wiring
Output Polarity: Normal
Frequency: 128Hz
A warning lamp may be configured.
Frequency: 128Hz
A warning lamp may be configured.
Load Monitor Input: PT4
Capture Polarity: Inverted
Alternatively, a direct 0-5V output may be used for the "L" terminal as described previously, in this case the
"Normal" polarity would be required on the output.
As a recap:
• when mid-current (relay) outputs are used, the "inverted" output setting is required.
• when digital 0-5V outputs are used, the "normal" output setting is required.
3.5.7.6 Other computer controlled alternators
Other vehicle manufacturers may use their own specific control system, consult your vehicle workshop manual
or supplier for information.
3.5.7.7 Other alternators
Most alternators are not computer controlled and should be connected as per the original wiring scheme.
Possible pin names:
• B+ = main battery connection.
• IG = ignition feed to alternator, usually permanent.
• L = dash indicator lamp connection.
The recommended connection points for injI,J,K,L are the 'spare' pins on the MS3X card.
Users of the Realtime clock add-on cannot use H3 and H4 as they are already taken, there is a software option
to use the mainboard injector channels instead. However, you must still use identical injector drivers for each
injector.
When using the JBperf board, connect:
Function MS3X JBperf board
Inj I H3 inj 1
Inj J H4 inj 2
Inj K H1 inj 3
Inj L H2 inj 4
Ignition
The recommended method to add the extra ignition channels is to replicate the circuits used on the MS3X card
by installing components in the prototype area of the mainboard (or on your own additional PCB.)
Having built that circuit, either connect to your own connector, or route through the JBperf board mentioned
above. The ignition FETs are not needed and should not be installed. Jumper from the output of the buffer circuit
you built to the middle pin of each FET. i.e. spkI -> ign1, spkJ -> ign2 etc.
The output connection from the JBperf is
4: Fuel System
Fuel is extremely flammable and fuel systems run at high pressures. Be sure to have a fire extinguisher
to hand in case of mishap and take appropriate caution when working on fuel systems.
4.1 Introduction
The fuel system install comprises electrical and plumbing work.
The Megasquirt mainboard has two injector outputs. These can supply up to 14A maximum each. Typically this
allows up six injectors per channel. MS3/V3.0 supports both hi-z (14 ohm) and low-z (e.g. 2.5 ohm) injectors
directly.
The MS3X connector has eight injector outputs. These can supply up to 5A maximum each. Typically one hi-z
injector is used per channel. Injector resistors or an external peak&hold box are required for low-z injectors.
A high pressure pump is connected to the fuel tank and feeds fuel to the fuel rails(s) - these provide fuel directly
to the top of the injectors. The fuel rail(s) are connected to an intake manifold pressure referenced pressure
regulator. The regulator maintains the rail pressure a set pressure above the intake under all conditions. Excess
fuel is returned to the fuel tank through the return line.
Key elements
• Fuel pump
• Fuel hose/pipe and fittings
• Injectors
• Injector mounting
• Fuel rails
• Pressure regulator
The low pressure side can be your existing electric fuel pump. You need to add the surge/swirl tank and high
pressure side. For the tank return you may already have a return or evap canister connection or could connect
into the filler neck, ensuring that fuel returns to the tank and cannot leak out of the vehicle.
Surge/swirl tank can be purchased or you can make your own. Use thick wall TIGed aluminium or brazed steel.
Ensure it is totally leak free.
and aluminum for this purpose. Do not use plain copper as it can fatigue fail with dangerous leaks resulting. The
size is generally given as the outside diameter of the tubing. Unless you have a very unusual combination (or
very high horsepower, well over 500+), you should be able to use 3/8" tubing for both the supply and return
lines.
Buy a good tubing bender (there are numerous styles in various price ranges) so that you don't kink or collapse
the tubing while bending it.
Most fittings and adapters in the USA automotive aftermarket are based on a 37° sealing angle (SAE J514 37°
-formerly known as JIC). These are also often referred to simply as AN fittings. Male and female 37° fittings will
mate together for a leak-proof connection. Be aware that 45° fittings (commonly available in the USA) are not
interchangeable with 37° fittings.
Abrasion (the rubbing of the hose against some other component) is the number one cause of hose failure. A
leaking fuel hose can start a very dangerous fire in your car, so make sure hose assemblies are routed properly
to reduce the chance of any abrasion damage. Use a support every 12 to 18 inches (30 to 45 cm) to secure the
hose. For chafe protection, be sure to install a grommet at any point a hose passes through a panel or
bulkhead.
Besides steel or aluminum tubing fuel line, you can also use one of the steel or nylon braided hoses from
various suppliers. Generally these use the same AN 'dash' sizing system, and can use appropriate fittings to
connect to 37° flare, NPT thread, or other systems.
Note that if you are using a factory fuel rail, you may be able to find an aftermarket adapter to mate your OEM
fuel fitting to an AN hose.
IMPORTANT: Keep the fuel lines out of the passenger compartment and routed safely away from moving or hot
parts to avoid damage/excessive heat. For flexible rubber hose use the SAE 30R9 EFI hose which is rated at
250 psi. EFI hose clamps are also recommended rather than gear clamps. Check with someone who knows if
you are not sure about your installation. Nobody needs a 50 psi gasoline fed fire to ruin their day!
Number of Injectors
Horsepower 1 2 4 5 6 8
100 620 (59) 305 (29) 158 (15) 126 (12) 105 (10) -
150 924 (88) 462 (44) 231 (22) 189 (18) 158 (15) 116 (11)
200 - 620 (59) 305 (29) 252 (24) 210 (20) 158 (15)
250 - 777 (74) 389 (37) 305 (29) 263 (25) 189 (18)
300 - 924 (88) 462 (44) 368 (35) 305 (29) 231 (22)
Injectors are usually rated in either lbs/hour or cc/min. The accepted conversion factor between these depends
somewhat on fuel density, which changes with formulation (i.e., by season), but the generally used conversion
for gasoline is:
1 lb/hr ~ 10.5 cc/min
Another way to select injectors is to take them from an engine that makes nearly the same power as your
engine will (assuming the same number of injectors.)
If your regulator is adjustable (many aftermarket ones are), you can also adjust the fuel pressure to achieve
different flow rates. Changing the fuel pressure doesn't affect the flow rate as much as you might assume, since
it is based on the square root of the pressure ratio. The formula is:
new flow rate = old flow rate × √(new pressure ÷ old pressure)
So for example, if you had 30 lb/hr injectors rated at 43.5 psi, and you went to 50 psi, you would get:
flow rate = 30 * √(50/43.5) = 32 lb/hr
Do not run more than 70 psi fuel pressure, or the injectors may not open/close properly.
However, do not install injectors with a much larger flow capacity than you need. Very large injectors will create
idle pulse width issues that will make tuning very difficult.
Switched
High-z injector wiring Bank 1 and fused
12V
supply
INJ1
Megasquirt
INJ2
Bank 2
Switched
and fused
12V
supply
The resistors should be mounted to a suitable heatsink (e.g. a thick piece of aluminium plate) as they will get hot
in operation.
INJ2
Inj 2
Switched
and fused
12V supply
Diagram showing one injector per channel and 3.3 ohm series resistors.
Peak
INJ1 & Hold
Megasquirt
INJ2 Switched
4 way and fused
Peak 12V supply
& Hold
Switched
High-z injector wiring and fused
12V supply
INJ A
INJ B
Megasquirt
INJ C
INJ D
INJ E
INJ F
INJ G
INJ H
Injectors are wired in firing order. Inj A is always #1, Inj B is second cylinder in firing order etc.
The resistors should be mounted to a suitable heatsink (e.g. a thick piece of aluminium plate) as they will get hot
in operation.
INJ B
Switched
and fused
12V supply
Diagram showing two channels with one injector per channel and 3.3 ohm series resistors. Repeat for Inj C-H as
required.
INJ C
& Hold
INJ D
INJ E Switched
INJ F
4 way and fused
Peak 12V supply
INJ G
& Hold
INJ H
When using "Staged Injection" there are a number of wiring combinations possible.
• Primaries on sequential MS3X outputs, secondaries on sequential MS3X outputs (up to 4cyl only)
• Primaries on sequential MS3X outputs, secondaries as batch fire
• Primaries on batch 1, secondaries on batch 2.
See the TunerStudio reference manual for configuration details.
Screen grounded
at Megasquirt
24
if hall sensor
12V supply
The MS3X/V3.0 as standard has two tach inputs. You must customize the board internally to select whether this
input connects to the opto-isolator input for coil-negative triggering, or to the 'universal' tach input circuit.
There are many different options for tach input and this is probably one of the largest areas of difficulty with any
after-market EFI install. The firmware contains software decoders to suit many stock installs using original
sensors. If your engine is supported, then this is the recommended approach.
Two key pieces of information you need to know are:
• Sensor type(s)
• Toothed wheel pattern
The sensor types fall into a few basic families of sensors and the right way to use the sensor depends more on
the type rather than the particular vehicle or manufacturer. There are also a few "special" systems in use from
the eighties that combine a sensor input with an ignition driver output in one module. These will be discussed
If you are considering an after-market, non-OEM sensor you must ENSURE that it has a suitable temperature
rating. Typically engines run at around 100°C/212°F so a minimum of 105°C rating is required, 125°C desired.
Do not consider using 85°C rated parts around the engine as they will degrade and cause you trouble. Be aware
of heat radiated from exhaust components - these can overheat sensors and cause failure.
The VR sensor is a very commonly used sensor. Usually it is seen as a two wire sensor although some
manufacturers install a screen on the cable, so yours may have three wires. In CAS (crank angle sensor) units a
multiplug may be used to combine multiple sensors. The sensor itself generates an AC voltage when a piece of
steel (the trigger) moves past it. Non-ferrous trigger wheels will not work. The voltage varies from less than a
volt during cranking to tens of volts at higher revs.
Typically it is suggested that the magnetic tip of the sensor is around the same size as the teeth on the wheel.
In order to use a VR sensor a "conditioner" circuit is required to convert the AC voltage into a DC square wave
signal while retaining the timing information. The Megasquirt has this conditioner built in. The two signal wires
from the VR sensor are connected to Tach-in and GND at the Megasquirt. Ideally use a screened twisted pair
cable and connect the screen to sensor ground at the Megasquirt end only.
VR sensor
c) With a small screwdriver, turn the pots, R52 and R56, about 12 turns anticlockwise (sometimes you may feel
a "click" when the end position is reached, they can't be damaged by turning too far.) This sets them up for most
VR sensors.
Optionally, when adjusting R56, you can measure the voltage at the "top" of R54. You'll need the board powered
up. Set your meter to volts, and connect the +ve probe to the top of R54 and the -ve probe to ground. Adjust
R56 to get the lowest voltage on your meter.
Some installs may find it necessary to install a resistor inline with the VR+ wire to reduce the signal voltage at
higher RPMs. Typically a 10k 1/4W resistor is sufficient.
itself acts like a switch to ground in the presence of a magnetic field. Hall sensors are commonly seen in
distributors where vanes or shutters mask off the magnetic field causing the sensor to rapidly switch on or off at
the edge of the vane. Another way that a hall sensor can be used is with a "flying magnet" installed on a rotating
part of the engine (crank, cam sprocket etc.). As the magnet passes the hall sensor, the output switches to
ground.
The most common OEM arrangement for a hall sensor is within a distributor. The vanes in the distributor rotate
and block or unblock a magnet.
With no vane between the magnet and sensor - the output is grounded.
With a vane between the magnet and sensor - the output is inactive.
Wire up the power and ground connections to the hall sensor and connect a volt meter between the signal wire
and ground. Now rotate the vane assembly (turn the engine) or position the sensor by some steel and away
from steel and see what voltages you get. If you get 0V in one state and close to 5V (or 12V) in the other state,
then your sensor almost certainly has a built in pull-up resistor. If you get 0V in one state and a fraction of a volt
in the other state, then your sensor almost certainly does not have a built in pull-up resistor and will need one
installing.
The following diagrams show some of the principles involved.
The hall sensor requires a supply voltage which is usually 12V from a fused 12V supply or 5V from the TPSREF
output of the Megasquirt. The sensor is then grounded at the Megasquirt sensor ground and the signal wire
connects to the Tach input. A pull-up resistor is required in the wiring harness or inside the Megasquirt.
c) Install a 1k resistor (any value 470R - 2k2 is likely OK) in the proto area. Connect one end to the 5V hole and
join the other end to VRIN with a jumper wire.
d) With a small screwdriver, turn the pots, R52 and R56, about 12 turns anticlockwise (sometimes you may feel
a "click" when the end position is reached, they can't be damaged by turning too far.) and then turn R56 back
about 6 turns clockwise.
Optionally, when adjusting R56, you can measure the voltage at the "top" of R54. You'll need the board powered
up. Set your meter to volts, and connect the +ve probe to the top of R54 and the -ve probe to ground. Adjust
R56 to get around 2.5V on your meter.
The hall sensor requires a supply voltage which is usually 12V from a fused 12V supply or 5V from the TPSREF
output of the Megasquirt. The sensor is then grounded at the Megasquirt sensor ground and the signal wire
connects to the Tach input.
c) With a small screwdriver, turn the pots, R52 and R56, about 12 turns anticlockwise (sometimes you may feel
a "click" when the end position is reached, they can't be damaged by turning too far.)
The gear-tooth sensor is a variant of the hall sensor - the key difference is that it has a magnet built into it and
switches when close to steel, no external magnets are required. This makes them very easy to use. These are
almost exclusively a three wire sensor. In CAS (crank angle sensor) units a multi-plug may be used to combine
multiple sensors. The sensor itself acts like a switch to ground when close to steel.
Just like hall sensors, the gear-tooth sensor may be open-collector or have a built-in pull-up. Refer to sections
5.2.3 and 5.2.4 for more detail.
The image above shows the Honeywell 1GT101DC gear-tooth sensor, this works well for single tooth or half-
moon cam wheels, but is not suitable for missing-tooth wheel installs.
DIYAutoTune.com sell a similar looking sensor that works ok on missing-tooth wheels.
The optical sensor is another commonly used category of sensor. These are almost exclusively a three wire
sensor. In CAS (crank angle sensor) units a multi-plug may be used to combine multiple sensors. The sensor
itself acts like a switch to ground when light shines through the trigger disc. Optical sensors are commonly seen
in distributors where vanes or shutters block the light causing the sensor to rapidly switch off and back on when
light is present again. A pull-up resistor is almost certainly required.
See section 5.2.3 for wiring.
Note: One OEM application for optical sensors is the Mitsubishi/Nissan/Optispark CAS. Megasquirt-2 does not
support the 360 slit "hi-res" tach input from these CASes, see the specific manual section for configuration
details.
Points
Tach
output Tach in
Tach
(crank/cam)
in
Megasquirt Spark
input
IGN Ignition out
It is important to be aware that while Ford EDIS and GM DIS both have special toothed wheels, the
module handles all the decoding and presents a signal to the Megasquirt that looks like a distributor
input. With these two modules, the Megasquirt does not know or care how many teeth are actually on the
wheel, so do not use the "toothed wheel" setting. This also means that normally you cannot use
sequential fuel with these systems as no engine position information is available to the Megasquirt.
Full configuration details for these specific installs are covered in the section 6.
Optionally, the low-resolution inner signal alone can be used with a single coil and distributor in "Basic Trigger"
mode.
When using the stock trigger disc and "Basic Trigger", the high-resolution outer track is not used. The low-
resolution inner track is connected to the Tach input.
Set the mainboard as per section 5.2.3
Optispark.
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt X Outer
CAS
Tach in Inner
Typical settings:
Spark mode = Basic Trigger
Trigger angle/offset = Start at 10 deg - adjust while strobing timing.
Ignition input capture = ????
Number of coils = Single coil
R11
R32
b) Turn both pots (R11 and R32) 7 turns anti-clockwise (sometimes you may feel a "click" when the end position
is reached, they can't be damaged by turning too far.)
Optional - with power on, adjust R11 until the voltage at ZC TESTPOINT is as low as possible. Set your meter to
volts, place the +ve probe on ZC TESTPOINT and the -ve probe to ground.
b) Turn both pots (R11 and R32) 7 turns anti-clockwise (sometimes you may feel a "click" when the end position
is reached, they can't be damaged by turning too far.)
b) Turn both pots (R11 and R32) 7 turns anticlockwise (sometimes you may feel a "click" when the end position
is reached, they can't be damaged by turning too far.)
c) Then turn the top one (R11) 3 turns clockwise.
Optional - with power on, adjust R11 until the voltage at ZC TESTPOINT is around 2.5V. Set your meter to volts,
place the +ve probe on ZC TESTPOINT and the -ve probe to ground.
It is strongly advised that ignition coils are powered from the fuel-pump relay. This ensures that the coils
can only be powered when the engine is running.
Fused +12V
from fuel
pump relay
IGN
(36)
Megasquirt
(With BIP373 wired
to top of R26)
Pin-out
A = Power ground to engine block
B = Signal ground (connect to sensor ground)
C = Spark input signal
D = 12V supply
Common colors:
A = black
B = brown
C = varies per coil
D = pink
LS coilpack multi-plug
A
B
C
D
SENSOR Spark A To
GND spark
Spark B plugs
A
Megasquirt
B
MS3X logic spark Spark C
C
outputs Spark D
D
A
B
C
D
Good
engine
ground
Fitted to many VAG vehicles including 2.0 litre mk3 Golfs 1993-1999. Designed to be used as a single coil with a
distributor.
Intermotor 12916
Switched 12V
supply
3
Ignitor
Megasquirt 2
MS3X logic spark
Spark A + To
distributor
1
output coil
Good
engine
ground
This cost effective OEM logic wasted coil has a built-in ignitor.
Fitted to many VAG vehicles including 1.6 litre mk4 Golfs.
Intermotor 12919
Switched To spark
12V supply plugs 2&3
4
032 906 106B
Spark B
4321
Megasquirt
Spark A
MS3X logic spark 1
outputs
Good
engine To spark
ground plugs 1&4
Pin-out
1 = Power Ground
2 = Spark input signal 1
3 = Spark input signal 2
4 = Spark input signal 3
5 = Spark input signal 4
6 = 12V supply
To
Switched spark
12V supply plugs
Spark D 1
Spark C
Megasquirt
MS3X logic spark Spark B
outputs
Spark A 6
06A 905 097
Good
engine
ground
Earlier than 2001 coils, PN - 06B 905 115, 06B 905 115
rev B and E.
These have an input resistance of ~1k and should work
OK with the Megasquirt outputs.
Cranking dwell = 4.0ms Running dwell= 3.0ms
Set the Spark Output to Going High.
Later than 2001 coils, PN 06B 905 115 rev L and R have a low input resistance. The MS3X logic outputs
outputs cannot drive these coils directly - see the MS3base/V3.0 manual for example circuits or use an external
buffer designed for these coils.
Aside from these specific examples, there are many generic 3, 4, 5 wire COPs that can be used with the
Megasquirt.
Before using an "unknown" coil it is necessary to check the resistance to ground on the input.
Using a multimeter set to resistance, check between the Spark Signal Input and Signal Ground.
If you have a reading of say ~1k then the Megasquirt MS3X outputs can be used directly.
3-wire COPs are ambiguous, many are high-current (needing an ignitor), some may be logic level with a built in
driver. Perform a resistance check on the signal input to confirm. High current will have an input resistance to
12V of a few ohms only.
COPs with 4 or 5 wires have a built in amplifier (ignitor) and can typically be directly connected to the MS3X
outputs.
Set the Spark Output to Going High.
Quadspark
This aftermarket four channel module operates similarly to the Bosch 211, but is typically more cost effective.
Pin-out Thickness Function
Yellow 20 gauge Spark Input A (from Megasquirt)
White 16 gauge Spark Output A (to coil negative)
Orange 20 gauge Spark Input B (from Megasquirt)
Pink 16 gauge Spark Output B (to coil negative)
Dark green 20 gauge Spark Input C (from Megasquirt)
Light Green 16 gauge Spark Output C (to coil negative)
Blue 20 gauge Spark Input D (from Megasquirt)
Violet 16 gauge Spark Output D (to coil negative)
Black 4 x 14 gauge Ground (to engine block or cylinder head)
Shown are conventional single coil, GM wasted spark coil, Ford wasted spark coil-pack, Renault 2-wire COP.
All of these coils are high current coils and require an ignition amplifier module (ignitor) to connect to the
Megasquirt.
3-wire COPs are ambiguous, many are high-current (needing an ignitor), some may be logic level with a built in
driver. Perform a resistance check on the signal input to confirm. On a high current coil two pins will have a
resistance between them of approximately 0.5-1.0 ohms.
MSD is a well known brand and we will cover their wiring scheme here. Other manufacturers use similar wiring
colors, but check the supplied diagrams.
IGdA
Toyota To
Spark B IGc2 ignition
Megasquirt DLI coils
MS3X logic Spark C IGdB
(6cyl) IGc3
spark outputs
X IGf
IGdA
Toyota ignition
coils
Spark B IGc2
Megasquirt DLI
MS3X logic (4cyl)
spark outputs
X IGf
Jeep 2000* Y Y Y
Jeep 2002* Y Y Y
2JZ VVTi* Y Y Y
Honda TSX/D17 Y Y Y
Honda K24A2 Y Y Y
* indicates a configuration that has received less usage in the field and may be less well proven. Proceed with
caution or discuss with your supplier before using.
Running excessive timing under load will almost always cause severe engine damage such
as broken pistons.
It is essential that timing is confirmed with a timing-light on EVERY install.
NOTE! The tach input polarities provided in section 6 are for reference only and subject to
review.
Typical Settings
Spark mode = "Fuel only"
Set mainboard for Optoisolator input as per section 5.2.1
Shown above is a "large cap" General Motors HEI4 distributor, typical on mid 1970s V8s.
Typical arrangement with ECU ignition timing control and locked distributor
6.2.1.1 Input phasing
A typical distributor includes advance mechanisms which were originally used to control the timing. These are
not used when using computer control and must be locked out to give a "locked" distributor.
Correctly modifying an old distributor to give a reliable tach input may well be more difficult
than adding a crank trigger wheel and will never be as accurate. You are advised to
consider installing a crank trigger wheel (e.g. 36-1) and sensor instead.
Early distributors such as points, HEI4, Duraspark etc, all have advance mechanisms built in. The HEI4
distributor shown above illustrates these mechanisms and is typical of pre-computer distributors. Similar
distributors can be converted to computer control-
input phasing.
Later engines may feature a distributor in conjunction with computer controlled timing - usually these distributor
are "locked" from the factory and should already have good input and output phasing. (e.g. Ford TFI, GM
HEI7/8, Bosch hall effect.) Align as per the factory manuals and determine how it is phased before you modify
anything!
The crank angle at which the tach input triggers is of importance and needs to be configured in the Megasquirt.
For best spark control there are some optimal and some disallowed crank angles.
A typical engine will have an operating advance range of say 10-50 BTDC timing (depending on engine type.)
The trigger must not happen during this range of angles.
It can be really helpful to install timing tape on your crank pulley or temporarily mark on a range of angles.
For best accuracy at high revs or during transients, aim for the trigger to align at 60-90 BTDC. This also allows a
full range of timing (including ATDC timing should you need it for boosted conditions.) This range of trigger angle
is preferred for new installs.
For slightly better starting, but not quite such good running accuracy, aim for a trigger ~10BTDC or your desired
cranking advance. This is the typical trigger angle for TFI and HEI7/8. You cannot retard timing later than the
trigger angle. e.g. 9BTDC and lower are not possible with a 10 BTDC trigger angle.
The VR sensor input presents a simple pulse as the reluctor passes the sensor, this gives a timing position
easily identified by eye. Use "Basic Trigger"
Rotate the engine to 60 BTDC (or 10 BTDC if chosen) and then align the distributor so the reluctor aligns with
the center of the sensor.
Be aware of the allowable values for "trigger angle". Do not use angles in the disallowed range or you will have
unreliable or unexpected operation.
Disallowed angles.
Once the tach input is setup it is important to confirm the output phasing is correct.
When using the distributor for the tach input as well, beware of just rotating the distributor - that would change
the input phasing that you already set - you may need to make a physical modification to rotate the rotor arm.
(e.g. weld up the locating slot and cut a new one.) If you moved the distributor, go back and re-set the input
phasing.
This potential conflict between input and output phasing is why a crank trigger is strongly recommended.
If you are crank triggering and the distributor is only used for the spark distribution then you can simply rotate
the dizzy to achieve the required rotor phasing. In this case it is not necessary to 'lock' the distributor, you can
unhook the vacuum canister and leave the mechanical advance operational.
Configuring trigger return requires knowing the crank angle that each vane edge passes the sensor. You can
check this visually or by wiring up the system and using a multimeter to measure the output from the sensor.
A. Hall/opto distributor
showing inactive
trigger.
B. Engine rotated
forwards until edge at
sensor.
The crank angle here is
the "Trigger Angle"
C. Engine turned
forwards some more.
D. Engine turned
forwards some more.
The output phasing on an OEM trigger-return type distributor installed in the normal position should not require
adjustment.
Trigger-return can also be used with a latching hall sensor and pairs of magnets on a crank trigger. One pole
(e.g. N) triggers and latches the sensor and the other pole (e.g. S) un-latches the sensor. This could be of
particular use on single cylinder engines to gain accurate cranking and running timing. In this case no distributor
is used and a single coil is connected directly to the spark plug.
Typical Settings
Spark mode = "Basic Trigger"
Trigger angle/offset = 60 BTDC (adjust as required)
Ignition capture = Set according to whichever edge gives the most stable signal. (If timing advances with RPM,
try flipping it.)
Spark output = depends
Spark A output pin = depends
Dwell type = depends
Dwell duty = depends
Using a trigger wheel (e.g. 36-1) on the crank is the most best way to obtain accurate ignition control. The ECU
uses every tooth on the wheel to determine engine position. It eliminates timing chain and cam-gear slop. It also
eliminates the hassle of re-phasing the distributor.
The distributor and single coil can be retained, but you have the option of a future upgrade path to wasted-spark
or perhaps coil-on-plug ignition.
The setup and configuration of the crank trigger wheel is covered in the Toothed wheel section 6.9.
The 'CCD' type is claimed to be black in color. and pin 4 runs as a diagnostic signal to the original ECU. These
modules need standard dwell control e.g. 3ms instead of a fixed duty. Other wiring should be the same.
Base Timing and phasing
"Base Timing" on the distributor (with computer control 'SPOUT' disconnected) is around 10BTDC. This is the
number you should use as your initial Trigger Offset. As these distributors were designed for ECU control, the
rotor arm phasing should already be correct.
Signature PIP
Note that there is a TFI variant with "Signature PIP" that in the original install allows for cylinder identification
and sequential fuel. Spark trim and multiple spark outputs are not supported.
These distributors should be configured as "Basic Trigger".
Typical Settings
Spark mode = "Basic Trigger"
Trigger angle/offset = 10 BTDC as a starting point, fine tune with a timing light.
Ignition capture = "Falling edge"
Spark output = "Going High"
Spark A output pin = "Tacho"
Dwell type = "Fixed duty"
Dwell duty = "50%"
6.4 GM HEI7
The original "High Energy Ignition" (HEI) distributors used the 4 pin module from the early 1970s. That is fine in
the breakerless distributor as designed, but is not suitable for computer timing control. The later 7 and 8 pin
modules and corresponding distributors are designed for computer control and should be an easy swap onto
earlier engines - not only are those modules intended for computer control, but their distributors are already
locked-out so no modifications are required. HEI7/8 uses three control wires to/from the Megasquirt.
The 'Ref' signal from the module to the Megasquirt gives rpm and engine position information.
The 'Est' signal from Megasquirt to the module controls the advance when running.
The 'Bypass' signal from Megasquirt to the module allows the module to beneficially control its own advance
during cranking. Once the engine has been running for more than 5 seconds, the Megasquirt takes control of
timing.
P = Positive from VR sensor
N = Negative from VR sensor
E = Electronic spark timing (EST) from Megasquirt IGN
R = Reference (REF) to Megasquirt Tach in
B = Bypass from Megasquirt bypass output (SPR3 shown)
Set the mainboard as per section 5.2.4
Typical Settings
Spark mode = "Basic Trigger"
Ignition capture = "Rising Edge"
Spark output = "Going High"
6.5 GM HEI8
This works the same as HEI7, but the module is packaged differently.
The same board configuration is required as for HEI7 in section 6.4
P = Positive from VR sensor
N = Negative from VR sensor
G = Ground to Megasquirt Sensor ground
B = Bypass from Megasquirt bypass output (SPR3 shown)
R = Reference (REF) to Megasquirt Tach in
E = Electronic spark timing (EST) from Megasquirt IGN
Typical Settings
Spark mode = "Basic Trigger"
Ignition capture = "Rising Edge"
Spark output = "Going High"
Ford's Electronic Distributorless Ignition System (EDIS) is an ignition system that does not require a cam
position signal. It requires a variable reluctor (VR) sensor and a 36-1 tooth crank wheel (36-1 means '36 teeth
minus one', and refers to 36 evenly spaced teeth, one of which has been removed), it will not work with other
pattern wheels or hall sensors.
EDIS is a particularly easy way to install programmable ignition control on an older engine with a distributor. The
EDIS modules are very reliable and the system works well. The EDIS module itself handles all the decoding of
the toothed wheel and sends one pulse per cylinder to the ECU.
It is strongly advised to use Ford VR sensors and Ford coilpacks with the EDIS modules. They were designed to
work together and do.
Note! If your engine already has a different supported trigger wheel setup, consider utilizing that before retro-
fitting EDIS.
MS3X
SAW E
Spk A D
Megasquirt Tach
PIP
I
in
S
Typical Settings
Spark mode = "EDIS"
Ignition capture = "Rising Edge"
Spark output = "Going High"
Spark A output pin = "MS3X spark"
E
Spk A
Spk B B
Megasquirt GMDIS
G
Sensor Tach R
in
GND
Note - this table is for four-stroke piston engines. Two stroke or rotaries only need 360 degrees of information for
full sequential and COP.
Commonly used modes have detailed sections on how to set them up. Unusual modes are not documented in
detail at this time.
For initial setup and determining tooth #1 angle on uncommon setups having timing marks or tape on your crank
pulley/damper covering the full 360 degrees will be greatly helpful. Speed shops sell timing tape for a variety of
damper diameters. If your engine has no timing marks you do need to add them. Just guessing at timing is a
great way to damage an engine.
For installs requiring COP or sequential fuel, install a 36-1 wheel on the crank and a 50/50 cam tooth with gear-
tooth hall sensor.
60-2 works great on most engines too.
For very high revving engines (such as motorcycle engines) due to the number of teeth per second, 36-1, 24-1
or 12-1 are preferred. (Megasquirt-3 can reliably support higher revs and more teeth than Megasquirt-2.)
The code can cope with any tooth #1 angle. However, during cranking the engine speed varies up and down
greatly as the engine rotates. It is desirable to place the missing tooth such that it passes the sensor when the
engine speed is somewhat stable or it may be impossible for the ECU to "see" the missing tooth. The OEMs
have found that certain tooth #1 angles work well and it is worth following their lead.
It is suggested to align your wheel and sensor to arrive at the following tooth #1 angles.
Take a look at Appendix B pages for places to source used trigger wheels, sensors and coilpacks. Note that you
do NOT need the EDIS module, so later ('internal-EDIS') cars are useful donors too.
Mounting the wheel is quite critical in that it MUST be mounted so it rotates without moving up, down, left or
right as the sensor needs to see all of the teeth with a gap of 0.75 - 1.0mm.
The tooth size needs to be matched to the sensor. Make sure that the sensor is designed to operate with the
tooth size on your wheel. If using an OEM part, then stick to the sizes that they used.
Very long single teeth, as used on some bike flywheels are not readily supported - consider retrofitting a toothed
wheel instead.
Having mounted the wheel and sensor, you can proceed for an existing install.
The software benefits from a reasonable number of teeth (hence 36 or 60) for best ignition timing accuracy. Low
tooth count wheels such as 4-1 are not advised.
6.9.6.1 What is Tooth #1
With the engine rotating in the normal direction...
Tooth #1 is the first tooth to pass the sensor after the missing tooth gap.
We use the term "tooth #1" as it is consistent across wheels with one, two, three or four missing teeth in the
group.
Once the software knows the tooth #1 angle it automatically calculates other needed information internally.
The following table shows examples, in this case the tooth #1 angle happens to be 80 degrees.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Single wheel with missing tooth
Trigger wheel teeth = number of teeth including missing teeth (e.g. 36, 60 etc.)
Missing teeth = number of missing teeth (e.g. 1, 2)
tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Crank wheel
Common combinations:
Ford 4 cyl = 36-1, 80deg tooth #1
Ford 6 cyl = 36-1, 50deg tooth #1
Ford 8 cyl = 36-1, 40deg tooth #1
Bosch 4 cyl (Peugeot, Vauxhall) = 60-2, 114 deg tooth #1
The software benefits from a reasonable number of teeth (hence 36 or 60) for best ignition timing accuracy. Low
tooth count wheels such as 8-1 are not advised.
The previous section on missing tooth crank wheel generally applies when the wheel is mounted to the cam, but
remember that one rotation of the cam is 720 crank degrees. The settings are in crank degrees. So a tooth #1
that is 8 gaps earlier than the sensor on a 36-1 wheel would give a 160deg tooth #1 angle (8 * 10 * 2 [for cam] )
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Single wheel with missing tooth
Trigger wheel teeth = number of teeth including missing teeth (e.g. 36, 60 etc.)
Missing teeth = number of missing teeth (e.g. 1, 2)
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Cam wheel
6.9.8 Missing tooth crank wheel and single tooth cam wheel
This is a very common arrangement that supports full sequential and coil on plug.
(For 50/50 half-moon or 4-window wide/narrow or other polled cam wheels see section 6.9.9)
The definition of tooth #1 is the same as the basic missing tooth crank wheel and should be phased in the same
way. Ensure you also read the section above. The cam input tells the code which engine cycle/phase it is on.
From the crank wheel alone the code knows when cylinder one is at TDC, but it cannot distinguish TDC
compression or TDC exhaust. The cam sensor adds this information which is why it needs to be one pulse only
per engine cycle.
The cam signal is a single pulse usually generated by a narrow tooth, vane or window. During setup, you will
need to use the composite logger in TunerStudio to verify the phasing between the crank and cam signals is
acceptable.
To confirm correct cam sensor phasing proceed as follows. (Note that some engines should not be rotated
backwards, use tape or pen marks on the pulleys or sprockets to remember positions and rotate forwards only.)
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel with missing tooth
Trigger wheel teeth = number of teeth including missing teeth (e.g. 36, 60 etc.)
Missing teeth = number of missing teeth (e.g. 1, 2)
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Crank wheel
Second trigger active on = Rising edge (confirm with composite logger)
Half-moon type
General arrangement
The definition of tooth #1 is the same as the basic missing tooth crank wheel and should be phased in the same
way. The cam input tells the code which engine cycle/phase it is on. From the crank wheel alone the code
knows when cylinder one is at TDC, but it cannot distinguish TDC compression or TDC exhaust. The cam
sensor adds this information.
At close to tooth #1 the code examines the voltage level on the input to determine which phase it is on - the
'tooth' should be normally start at least 20 crank degrees before tooth #1 and continue for another 20 crank
degrees afterwards. (The level is actually polled at tooth#2.)
The additional teeth on the long/short cam wheel do not matter.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel with missing tooth
Trigger wheel teeth = number of teeth including missing teeth (e.g. 36, 60 etc.)
Missing teeth = number of missing teeth (e.g. 1, 2)
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Crank wheel
Second trigger active on = Poll level
Level for phase one = as determined above
What is Tooth #1
With the engine rotating in the normal direction...
Tooth #1 is the first tooth to pass the main sensor after the single tooth has passed the second sensor.
Make sure these do not happen at the same time - in the diagram you can see that the main sensor is over a
gap when the secondary sensor is aligned with its tooth.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel
Trigger wheel teeth = number of teeth
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Cam wheel
Second trigger active on = Rising (verify with composite logger)
and every rotation of = Cam
With the cam tooth every 360 degrees this setup gives enough engine information for semi-sequential fuel and
wasted spark. (On a rotary such as the RX7, or a two-stroke engine, full sequential fuel and spark is possible as
the engine cycle spans 360 degrees.)
What is Tooth #1
With the engine rotating in the normal direction...
Tooth #1 is the first tooth to pass the main sensor after either cam tooth has passed the second sensor.
Make sure these do not happen at the same time - in the diagram you can see that the main sensor is over a
gap when the secondary sensor is aligned with its tooth.
Use the instructions in the previous single cam tooth section to determine your tooth #1 angle. It will always be
between 0 and 360 degrees.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel
Trigger wheel teeth = number of teeth
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Cam wheel
Second trigger active on = Rising (verify with composite logger)
and every rotation of = Crank
This version is used on three and four cylinder engines with one G tooth per cylinder.
There is only enough position information to run a distributor and untimed injection.
It is not strictly necessary to use both Ne and G wheels. Using both will give you the improved timing accuracy
from the 'every-tooth' wheel decoder system, but for simpler installs it is possible to use the 'G' input only and
configure as "Basic Trigger" instead. Timing will not be as accurate though.
What is Tooth #1
With the engine rotating in the normal direction...
Tooth #1 is the first tooth to pass the main sensor after either cam tooth has passed the second sensor.
Make sure these do not happen at the same time - in the diagram you can see that the main sensor is over a
gap when the secondary sensor is aligned with its tooth.
Use the instructions in the previous single cam tooth section to determine your tooth #1 angle. It will always be
between 0 and 360 degrees.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel
Trigger wheel teeth = number of teeth
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Cam wheel
Second trigger active on = Rising (verify with composite logger)
and every rotation of = Every cylinder
to support sequential. It can also be useful on bike engines with very uneven cranking RPMs that struggle to
detect the gap in a missing tooth wheel.
Generally Megasquirt benefits from many crank teeth to improve ignition timing accuracy. However, with this
wheel arrangement, you need to beware of trying to use too many teeth on the crank as there is a risk of the
trigger inputs overlapping as the cam belt or chain stretches. If this overlap occurs, it will cause sync-loss as the
cam tooth moves from being seen "before" to "after" a crank tooth or vice-versa.
12 crank teeth is the suggested maximum.
What is Tooth #1
With the engine rotating in the normal direction...
Tooth #1 is the first tooth to pass the main sensor after the cam tooth has passed the second sensor.
Make sure these do not happen at the same time - in the diagrams below you can see that the main sensor is
over a gap when the secondary sensor is aligned with its tooth.
Typical settings:
Spark mode = Toothed wheel
Trigger angle/offset = 0 (not used in toothed wheel mode)
Trigger wheel arrangement = Dual wheel
Trigger wheel teeth = number of teeth
Tooth #1 angle = tooth #1 angle as determined above
Main wheel speed = Crank wheel
Second trigger active on = Rising (verify with composite logger)
and every rotation of = Cam
6.9.12 Mitsubishi CAS with aftermarket disc - single coil / wasted spark
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt X Outer
CAS
Tach in Inner
Typical settings:
Spark mode = Toothed Wheel
Trigger Angle/Offset = 0 (not used)
Ignition input capture = ????
Spark Output = Depends on coils / ignitors
Number of coils = Wasted Spark
Trigger wheel arrangement = Single wheel with missing tooth
Trigger wheel teeth = 12
Missing teeth = 1
Tooth #1 angle = 345 (confirm with strobe)
Wheel speed = Crank wheel
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt Tach
Outer
Inner
CAS
in
Cam
in
Typical settings:
Alternative #1: Customise the mainboard for two high current outputs - see the MS3base/V3.0 manual.
Alternative #2: Use a logic wasted spark coil pack such as the VW item (032 905 106B) shown in section: 5.3.2
instead of the stock coilpack.
Typical settings:
Spark mode = Toothed Wheel
Trigger Angle/Offset = 0 (not used)
Ignition input capture = Rising (confirm with tooth logger)
Spark Output = Going High
Number of coils = Wasted Spark
Trigger wheel arrangement = Single wheel with missing tooth
Trigger wheel teeth = 36
Missing teeth = 1
Tooth #1 angle = 90 (tweak with strobe)
6.10 Neon/420A
The "Neon/420A" mode supports the following vehicles when equipped with a 2.0 or 2.4 4-cylinder Chrysler
engine. Also known as "1st gen Neon".
"NS" body models:
1996-2000 Chrysler Town and Country
1996-2000 Dodge Caravan/Grand Caravan
1996-2000 Plymouth Voyager/Grand Voyager
"JA" body models:
1995-02 Chrysler Cirrus
1995-02 Dodge Stratus
1996-2000 Plymouth Breeze
"JX" body models:
1996-02 Chrysler Sebring Convertible
"PL" body models:
1995-02 Dodge Neon
1995-2001 Plymouth Neon
"PT" body models:
01-02 Chrysler PT Cruiser
"FJ" body models:
1995-02 Chrysler Sebring Coupe
1995-2000 Dodge Avenger
Megasquirt-3 only needs the crank signal to run wasted-spark and batch fire fuel, this is the simplest
configuration.
(Connecting and configuring the cam signal would allow sequential fuel and coil-on-plug ignition with suitable
coils.)
The following diagram shows the recommended wiring using an external ignitor to drive the standard 420A high-
current coilpack.
Typical settings:
Spark mode = 420A
Trigger Angle/Offset = 0 (tweak if required)
Ignition input capture = Rising edge
Spark Output = Going High
Number of coils = Wasted Spark
Megasquirt-3 only needs the crank signal to run wasted-spark and batch fire fuel, this is the simplest
configuration. Set the mainboard as per section 5.2.3.
Six and eight cylinder variants are wired up similarly, following the general ignitor and coil wiring diagrams in
section 5.3.
6.12 36-2-2-2
The 36-2-2-2 mode is designed for use with 4-cyl Subarus and Mazda RX8 engines with stock trigger wheels
and sensor positions. (Firmware 1.4.x supports 6-cyl Subaru also.)
As standard, these engines use VR type crank sensors.
See the generic instructions in section 5.2.
Ignition input capture = Rising Edge (Set according to whichever edge gives the most stable signal. If timing
advances with RPM, try flipping it.)
Spark output = Going High
Number of coils = Wasted Spark
6.15 6G72
Known applications include:
• Mitsubishi 3000GT
• Mitsubishi Galant V6
• Some other Mitsubishi and Chrysler V6 models
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt Tach
Outer
Inner
CAS
in
Cam
in
Later 6G72 use two independent sensors on crank and cam, but the signal pattern to the ECU is the same.
Connect crank sensor to Tach in
Connect cam sensor to Cam in
Typical settings:
Spark mode = 6G72
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Rising edge
Spark output = Going High
Number of coils = Wasted Spark
All models, see section 5.2.2 for mainboard modifications for the crank input.
Models with a VR cam sensor, see section 5.2.14.1 for mainboard modifications.
Models with a hall effect cam sensor, see section 5.2.14.2 for mainboard modifications.
Typical settings:
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt Tach
Outer
Inner
CAS
in
Cam
in
See sections 5.2.3 and 5.2.14.2 for mainboard modifications.
Typical settings:
Spark mode = CAS 4/1
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Falling edge
Spark output = Going High
Number of coils = Depends on application
You will need to set the “Angle between main and return” parameter to the distance between edges of the
optical sensor.
Note that if you are not able to get a stable signal off both edges, you should instead use "Toothed
Wheel" mode with "Dual wheel" and 4 teeth at cam speed set.
• 2G 4G63
• pre-1999 Miata (MX5) use a Mitsubishi optical CAS.
• Mitsubishi EVO
4G63 2G CAS
Electrically, the two signals on these CAS are connected the same as a hall sensor and require a pair of pull-up
resistors in the wiring harness.
The outer track is considered to be the 'crank' signal and the inner track is the 'cam'.
Switched 12V
Sensor
Sensor GND
GND 12V
Megasquirt Tach
Outer
Inner
CAS
in
Cam
in
Later 4G63 use two independent hall sensors with a two tooth crank trigger and a two tooth cam trigger, but the
signal pattern to the ECU is the same.
Some 4G63 applications may use slightly different CASes. Use the composite logger in "log crank & cam" to
compare the pattern.
Most Miata/MX5 of this era use a logic wasted spark coilpack which can be directly connected to the
Megasquirt.
The twin-trigger mode is designed primarily for 4-cylinder bike engines using a pickup similar to the photo. There
is a single tooth and two pickup coils. This allows for wasted-spark ignition.
Supported combinations include:
• Crank wheel. 4 cylinder, 4 stroke engines with wasted spark ignition, non sequential fuel.
• Crank wheel. 2 cylinder, 4 stroke engines with in wasted spark ignition, non sequential fuel.
• Cam wheel. 2 cylinder, 4 stroke engines with in coil-on-plug ignition, non sequential fuel.
This mode can be used on both even fire and odd fire engines.
If possible this setup should be replaced with a regular toothed wheel (e.g. 12-1) for more accurate timing
control.
Set the mainboard as per section 5.2.2 and 5.2.14.1.
Typical settings:
Spark mode = Twin trigger
Trigger angle/offset = typically around 10deg (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Wasted Spark or Coil-on-plug
Typical settings:
Spark mode = Daihatsu 3cyl
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Single coil
6.26 VTR1000
Known applications include:
• Some Honda V-twin motorcycles
It uses a 12-3 crank trigger with a VR sensor and no cam sensor.
Typical settings:
Spark mode = VTR1000
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Wasted spark
Must also set 2 cylinders and Odd-fire.
6.27 Rover#1
Known applications include:
• Rover K-series engines
The crank trigger wheel has 36 base teeth and two one tooth gaps, 180 degrees apart. This only allows a single
coil and batch fire injection. Cam input is not supported.
Typical settings:
Spark mode = Rover#1
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Single coil
6.28 Rover#2
Known applications include:
• Rover K-series engines
The crank trigger wheel with 36 base teeth and four one tooth gaps. This only allows a single coil or wasted
spark ignition and batch fire or semi-sequential injection. Cam input is not supported.
Typical settings:
Spark mode = Rover#2
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Single coil or Wasted Spark
6.29 Rover#3
Known applications include:
• Rover K-series engines
Similar to Rover #2, but the gaps are two teeth wide and positioned differently. As with Rover #2, supports
wasted spark and semi-sequential injection, but does not support cam input.
Typical settings:
Spark mode = Rover#3
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Number of coils = Single coil or Wasted Spark
6.30 GM7X
Known applications include:
• Some GM four and six cylinder engines with distributorless ignitions.
GM refers to the crank wheel in their internal documentation as a 7X trigger wheel. It has six equally spaced
teeth and a seventh tooth for cylinder identification.
The cam input is supported for sequential fuel and spark and VVT (may require 1.4.x firmware.)
Typical settings:
6.31 QR25DE
Known applications include:
• Nissan QR25DE and some other Nissan four cylinders.
Requires crank and cam sensors to be connected.
Both crank and cam sensors should be connected for sequential fuel and spark.
Set the mainboard as per section 5.2.4 and 5.2.14.3
Typical settings:
Spark mode = LS1
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Rising edge
Spark output = Going high
Number of coils = Coil on plug
Overall wiring is similar to LS1/24X, but note the crank sensor pinout is different and uses 5V. Internally the ECU
requires a "pullup" on the crank signal.
The coils are wired as shown in section 6.33
Typical settings:
Spark mode = Toothed wheel
Ignition input capture = Rising edge
Spark output = Going High
Number of coils = Coil on plug
Trigger wheel arrangement = Dual wheel with missing tooth
Trigger wheel teeth = 60
Missing teeth = 2
Tooth #1 angle = 84 (adjust with strobe)
Main wheel speed = Crank wheel
Second Trigger Active on = Poll level
6.35 YZF1000
Known applications include:
• Yamaha YZF1000 / Thunderace
• Yamaha FZR1000
• Yamaha FZR750
• Yamaha FZ700
Typical settings:
Spark mode = YZF1000
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Falling edge
Spark output = Going high
6.36 HD 32-2
Known applications include:
• Harley Davidson with 32-2 crank trigger
A VR sensor is used on the crank trigger. As standard there is no cam sensor. Phase detection is possible using
the MAP sensor.
Typical settings:
Spark mode = HD 32-2
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
Cam sensor = MAP
The front cylinder is considered cyl#1 and therefore connects to SpkA. Sequential fuel is allowed.
6.39 GM Optispark
Known applications include:
• Chevrolet LT1 variants
• Nissan VH45 V8
The Optispark system was used on GM vehicles from 1993 to 1997 on LT1, LT4 and L99 applications. Internally
it uses a Mitsubishi / Nissan derived optical trigger arrangement. There is a "hi-res" track of 360 slits and a "low-
res" track of 8 slots of varying length. The pickup design is sound, but the high-tension side can be problematic
with the "correct-a-cap" design - especially if a high energy aftermarket ignition system is used.
The Megasquirt-3 Optispark decoder uses both low and high resolution tracks for improved ignition accuracy.
(Most other aftermarket implementation only use the low resolution track.) The system allows for sequential fuel
and the single coil as per the original install. However, as an enhancement the single coil can be replaced by a
wasted-spark or coil-on-plug setup which would eliminate the troublesome high-tension cap.
The Optispark requires a fused 12V supply. This can be tapped into the same 12V supply as the Megasquirt.
The Ground connection should be run to the sensor ground at the Megasquirt.
The high and low resolution tach signals each require a "pull up" resistor to operate correctly. The unit has been
tested with 330R resistors as shown: (Note that some customers have found 1k resistors work better.)
The high and low resolution tach signals each require a "pull up" resistor to operate correctly. The unit has been
tested with 330R resistors as shown: (Note that some customers have found 1k resistors work better.)
• RB25
• RB26
These engines use an optical CAS with six unequally sized slots and a row of 360 slots.
The CAS requires a fused 12V supply. This can be tapped into the same 12V supply as the Megasquirt.
The Ground connection should be run to the sensor ground at the Megasquirt.
The high and low resolution tach signals each require a "pull up" resistor to operate correctly. The unit has been
tested with 330R resistors as shown: (Note that some customers have found 1k resistors work better.)
6.43 VQ35DE
Known applications include:
• Nissan 350Z and other VQ35DE applications
Requires crank and cam sensors to be connected.
Typical settings:
Spark mode = VQ35DE
Trigger angle/offset = 0 (adjust with strobe)
Ignition input capture = Set according to whichever edge gives the most stable signal. (If timing advances with
RPM, try flipping it.)
Spark output = Going high
7: Throttles
The major influence on engine speed on a spark-ignition (gasoline) engine is air-flow. (Contrast a compression-
ignition (diesel) engine where there is no throttling and fuel flow governs engine speed.)
For normal running the main throttle plates control the air-flow. At idle an idle valve can be used to provide
controlled flow, or a throttle stop screw can be used on the main throttles to allow a low flow during "closed"
throttle conditions.
Throttles need to be appropriately sized for the engine displacement and RPM range. Too small and the engine
will "run out of steam" at higher RPMs. Too large and tiny throttle movement will allow a large airflow giving jerky
low-load operation.
There are a wide range of throttles available. Most factory EFI installs use a single throttle plate. Many
aftermarket companies offer USA style 4 barrel carburettor replacement throttle-bodies. Another option that is
particularly common on 4-cylinder engines is to fit bike throttle bodies.
Independent throttle body installs free up the most power from the engine, but will need to be balanced (equal
airflow for each throttle) and the MAP signal will be weak - consider using "ITB mode" or "Alpha-N."
All throttles will need to be fitted with a TPS if not already included.
8: Optional Hardware
8.1 Expansion boards
The Megasquirt was designed with enough inputs and outputs to control a simple engine. If additional inputs
and outputs are desired, an add-on expansion board may be used.
The Megasquirt has CAN communications that allow the simple 2-wire connection.
Example expansion boards are:
• CANEGT - allows K-type thermocouples for per-cylinder exhaust gas temperature monitoring
• GPIO/ trans - allows control of electronically shifted automatic transmissions
• IO-Expander - DIY assembled product for additional analogue input, relay outputs, GPS, accelerometer,
thermocouple.
• Dashes / loggers - many vendors dashboards are compatible with the Megasquirt-2 data stream.
For specific product features and configuration details, please refer to your supplier's documentation.
9: Example wiring
9.1 Sequential fuel and spark
Note that injector and coil outputs are always wired in firing order.
9.1.2 V6 : 1-6-5-4-3-2
9.1.4 V8 : 1-8-4-3-6-5-7-2
9.1.5 V8 : 1-8-7-2-6-5-4-3
9.2 Nitrous
The following layout shows typical wiring for a wet nitrous system. It is drawn using "PE0" as the ground-
www.msextra.com
There are no plans to publish the schematics for the MS3 card.
Relay Board
For a scrap yard trigger disc, remove from 1.8CVH Sierra. You will need to stop engine from turning, various
methods have been suggested.
1) remove the head, put some old bolts or other junk into the bore and refit the head.
2) remove a spark plug and put a long bar down the hole
3) remove a plug from cylinder with piston at BTDC and coil in some rope, remove rope when finished
4) Jam something into the flywheel teeth
If you are after a pressed steel disc, try part no. 1078767 from Ford, this came on the 16v DOHC Granada
engines. Alternatively many retailers sell universal 36-1 trigger wheels.
Usually it is easiest to get from the same vehicle as the EDIS module so the wiring harness wiring colors match.
Or any vehicle with a trigger disc will yield one, so CVH Fiesta/Escort/Orion or Fiesta with Valencia (crossflow)
engine with ESCII hybrid, DOHC Sierra/Granada, Mondeo.
The assembly method presented here is intended to be an efficient method to getting the board built. (Other
guides do exist that step the builder through sub-sections with individual testing.)
13.3 Assembly
1) It is assumed you can already solder, if not then there are lots of good articles that explain how to do that on
the internet already, so we won't cover that here.
If you are inexperienced at soldering then assembling the Megasquirt simulator (stim) or another electronics kit
first is strongly advised. Some components on the board are quite fiddly and one small solder-bridge is enough
to cause big problems.
For self assembly it is expected that you will have bought a kit from one of the recommended suppliers. The
description below assumes all of the same valued components are in bags (e.g. R39 and R40 are the same
value, so would be in one bag, C16 and C17 are the same values, so would be in another bag, etc) as they
would be from a MegaSquirt kit supplier.
(While it is possible to buy all the parts individually, for a single Megasquirt build this is likely to be extremely
time consuming and not worth the effort - just buy a complete kit, really.)
2) Clear space on a work bench with good lighting. Get your tools together - soldering iron, solder, stand, wire
snippers etc.
3) Start the build by soldering in the 2 connectors (37 pinned and 9 pinned items)
4) Next get all the bags of resistors together, keeping them in the bags. (R1, etc)
Find R12, R37, R38, R43, R39 and R57. Put them out of the way for the moment as you don’t need them yet.
R57 is never needed and should not actually be part of the kit.
5) Now solder all of the rest of the ordinary resistors in place - soldering from the top. Note: There is no polarity
for resistors, so they can fit in either way round.
6) Now solder in the two variable resistors R52 and R56 ensure the adjusting screw matches the legend on the
silkscreen. Even though these look identical, they are different values so do not mix them up. Solder from below.
7) Next get all the bags of diodes together, keeping them in the bags. (D1, etc) Note, ALL of the diodes have a
strip on them that MUST go the same side as the strip marked on the board!
8) Find D1 and D2 and put them to one side. Keep both these diodes as you may need them (FIdle output
mods). Note, D1 may need installing if you are using a coil -ve triggering setup.
9) Find D8 and keep this to one side as you may need it later. (It's a 22V Zener)
10) -
11) Next you can fit all the rest of the diodes.
12) Next get all the bags of capacitors together, keeping them in the bags (C1, etc).
If you’re using the coil –ve as the trigger input go to step 14 (This is rare now.) Note that you CANNOT
trigger from coil negative if you are trying to run ignition or sequential fuel - you need a toothed-wheel
arrangement.
13) As long as you’re NOT using the coil –ve as the trigger input (Fuel only) find C30 and instead install it in
H1/Boot (This adds smoothing to the battery voltage measurement and reduces the chance of noise getting
injected into the CPU from the 12V line.)
14) Find C22 and C14, C16 and C17. Solder these in. Note, these are polarised, ensure the lead with the “+”
next to it on the component goes into the square pad on the board, this is also labeled with a ”+” on the board.
15) Now solder all the rest of the capacitors in. Solder from above.
15B) Solder in the two polyfuses F1 and F2. Solder in the two inductors L1 and L2, leave a little gap underneath.
Solder in MOV1 (looks like a big round capacitor.) (Not shown installed in this photo.)
16) Now find the bag with all the chips in it, U6, U3, U7, U4 and the 40 pin socket for U1. Solder these in place,
be careful to get them the correct way round! Also, be sure not to mix up U4 (IXDI404) and U7 (MC33072).
U7 could be one of two parts, the LM2904 works in 99% of cases though is being phased out and replaced with
a substitute (MC33072) that has been shown to solve problems that a very small number of vehicles (e.g. LS1)
may experience.
Note, the notch in the component must line up with the notch shown on the board. For the chips it usually
works well to solder one leg in from above (to hold the part in place) then turn the board over and solder in all
legs from below for a better joint and less heat into the chip.
17) Find Q16, (Ignition Transistor), D14, D15 and D16 (LEDs) Q4 and Q20 (small transistors) and MS3 CPU
card. Put these to one side but don’t lose them!!
18) Now place the metal strip (heatsink) in place and start fitting the main power components (U5, Q12, Q11,
Q5, R38, Q9, Q3, Q1, R37), remembering Q9 and Q12 have a piece of mica insulation under them to stop them
touching the heatsink!
Note, you can temporarily fit a couple of screws to hold the heatsink in place whilst you put the parts in. All
power components should be fitted with a smear of thermal grease.
Without mica
With mica
19) Find Y1 (crystal) This is not needed for MS3, but for completeness you can fit it so that the body of the
crystal lays on the metal pad above the holes. You should glue this to the board or very carefully solder it so it
doesn't move about.
20) You can now fit all the other components (polyfuses, MOV etc), except for those that you put to one side! I fit
the MAP sensor last, don’t forget to bolt it in place with the plastic screws then solder it in once it's secure. It
mounts on the underside of the board. Note, if using metal screws, don’t tighten them up too much or the sensor
case will distort and read incorrectly. This is installed with the writing facing you, the 'round' side goes towards
the board. One of the pins has a small notch out of it which goes in the hole with 'notch' next to it.
Don't forget to install Q22, Q23.
When installing the small transistors, the rounded side of the package aligns with the rounded symbol on the
circuit board. To reduce the change of the leads becoming bridged, bend the leads outwards slightly and solder
the middle lead first. Double check for solder-bridges with a magnifying glass after assembly.
Note, if using the SPR1-4 connections you should install the jumper wires before the MAP sensor. (See step 23)
21) R37 and R38 are 'sense' resistors for the current limiting circuits on the injector drivers. Normally these
should be installed.
(If, however, you prefer to do without the current limiting and want to make two spaces on the heatsink bar, then
you can instead link out R37 and R38 by soldering a copper wire between the 2 holes in each. Ensure the link is
flat to the board as you may need a component on the heat sink later on in the build. Remember that without
these current sense resistors, there is no over-current protection on the injector circuits.)
22) R43 is intended to allow coil current to be measured if you are using the Q16 high current coil driver. Unless
you have access to an oscilloscope and plan on performing this test you won't need it. Either install R43 or link it
out.
It is strongly recommended that these jumper wires are all installed as described, unless you are using the
outputs for a custom modification.
24) The board is now built to a basic level and is ready for a few tests:
a) Start by looking at ALL of the diodes and ensure they are the right way round.
b) Check that you fitted the mica insulators under Q9 and Q12 on the heatsink and that they look OK.
c) Now you can plug it into your Stim (in the absence of a stim, you need a loom-pigtail and a 12V DC supply
with a low value fuse e.g. 1A. Check the external wiring diagram, +12V goes to pin 28 and ground to any of pins
1,2,7-19 ) and measure the voltage on the 40 pin connector U1:
Put the -ve probe of your voltmeter on pin 32 of the 40pin connector (U1) Note, this is WITHOUT the CPU
card in place!
Put the +ve probe onto pin 20 (Top pin right side)
Ensure you read 5V (+- 0.1V)
d) Keep the +ve probe on pin 20 and move the -ve probe to pin 19 and pin 2, ensure you have 5V on the meter
for both measurements. If its OK go to the next step (25).
e) If you don't get 5V then put the -ve probe on the 0V on the proto area and put the +ve probe onto the left pin
of U5 (top left hand side on heatsink) check the voltage on the meter, it should be 12V (9V if using a battery.) If
this isn't there then you have a stim/battery problem as the ECU isn't getting any power. It could also be a diode
in the wrong way round, so check D10, D11, D12 and D13!
f) If they are all OK then check the mica insulation on Q9 and Q12, with an ohmmeter (multimeter) put one
probe on the metal heatsink and another on the metal tab of Q9 and Q12, you should read 300+ Ohms. If you
read less then you have a short, remove the insulator and fix the issue with a new one.
If you have any smoke then its likely you’ve put a diode in the wrong way round, this will mean finding it and
fitting a new component. Once any component smokes it is no longer any use!
25) LEDs. For most installs, you can proceed and install the LEDs. Only in situations where you are DIYing
many spark outputs and want to fit an additional connector should they be omitted.
Temporarily fit the case end-plate to the DB9 connector - this gives you the correct alignment for the LEDs.
Take each LED and find the shorter leg, this goes to the hole marked (-) Ensuring correction orientation, bend
the legs so that the LED fits through the hole in the case and the legs go into the holes in the board. Apply a little
solder from above, then turn over and fully solder.
26) Idle valves:
The MS3 card has support for a 4 wire stepper idle valve built-in, just requiring the five jumpers on the
mainboard in step 23.
If using 2 wire PWM idle, you are advised to use the MS3X 'Idle' output as this is ready to use.
This is covered in section 3.5.4
For the majority of installs not using PWM idle on the mainboard, solder components Q4, Q20, R39 and D8 in
place. Note, this gives you a programmable output that can drive a relay e.g. cooling fan on FIdle (Pin 30 of the
db37)
27) Tach input(s): See section 5.2
28) Spark output(s): See section 5.3
29) Next we need to check that everything is OK before we plug in the microprocessor. Plug the mainboard into
your stim (or 12V supply as in step 24c) and power it up.
Ensure you have 0-5V on TSEL, if you get any more than 5V you have a wiring issue with the trigger input
side which would likely destroy the MS3 CPU card. As long as you have 0-5V you can proceed to step 30.
Installing bolts
• If fitted, carefully unscrew and remove the mounting bolt and nuts from U5 and Q11.
• Install the mounting kit on U5 and Q11. The long bolt and a washer install from below. The short bolt
and washer from above. Depending on the exact sizes of the components supplied in your kit, you may
only install one of the standoffs.
• If required, additional washers may be installed between the standoff and the MS3 card to fine-tune the
height.
Lower view
Top view
Plug the ECU into your stim and turn the power on.
Feel the top row of power transistors, if they get hot at all turn the power off and check for faults.
If the microprocessor gets hot then turn it off. Slightly warm is OK, if any part is too hot to touch then there is
a fault!
JP3 is jumper for a pullup on the "Tacho" output. This gives a 0-12V signal which is compatible with most recent
aftermarket tachometers. Should normally be installed.
JP7 is a jumper for a pullup on the "Cam" input. This is typically required with hall or optical sensor inputs. It
should not be used with VR sensor inputs.
When using hall or optical sensors inputs, the cam input adjustment potentiometers should be set as follows.
Turn both pots (R11 and R32) full anti-clockwise - approx five turns. Then turn the top one (R11) two turns
clockwise.
When using a VR (magnetic) sensor input, the cam input adjustment potentiometers should be set as follows.
Turn both pots (R11 and R32) full anti-clockwise - approx five turns. This is usually the right setting.
JP8 is jumper for a pullup on the "Nitrous in" input. Normally the nitrous system expects a 12V input here, so the
jumper should not be fitted.
R65,R66,R67 are optional 'bias' resistors on the analogue inputs EXT_MAP, EGO2, SPARE_ADC respectively.
These would be typically used when connecting a resistive temperature sensor to one of the inputs. For
standard calibration, use a 2.49K resistor with a GM style coolant or air temperature sensor.
H1,H2,H3,H4,H5,H6 should not be jumpered or otherwise connected. They can be used by the optional Real-
time-clock module or V10, V12 fuel outputs.
Optional (recommended) If you plan on running an idle valve or VVT solenoids from the MS3X outputs, install
a jumper wire now.
Solder a wire into the S12 hole on the mainboard and solder the other end onto the 'C' end of D1 on the MS3X
card. This gives all of the MS3X mid-current outputs a 12V flyback clamp and makes them suitable for high-
frequency valves.
S12
3rd slot up
3rd slot up
Having slotted the assembly into the case, screw in the four endplate to case retaining screws. The connector
hex bolts may now be tightened up.
The USB end end-plate may now be fitted, screwed onto the case body and the hex bolts fitted.
32) You are now ready to load the MS3 firmware and follow the other steps in the Quickstart guide contained
within the Setting Up Manual.
Please note that these Digikey part numbers are provided for reference only, other suppliers are available and
parts numbers will be superceded over time.
* = MS1 only. The 32kHz crystal and circuit are not used on MS2 or MS3 installs.