98 SS FE fuel injection conversion - Ducati.ms - The Ultimate Ducati Forum
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post #1 of 37 (permalink) Old Nov 19th, 2018, 6:23 pm Thread Starter
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98 SS FE fuel injection conversion

I've decide to convert my FE from carbs to injection. The FCR 41 and IgniTech are great, but I like the tuning flexibility that fuel injection offers. Besides, I need a winter project.

Fortunately, I'm not the first person to go down this path. EIGHTfortyEIGHT and davesprinkle have both provided their thoughts and insights in posts on the forum, and have been kind enough to offer lot's of personal advice. A big thanks to both of you!

Also fortunately, the US 98 SS's have the 3 phase charging system, so the conversion is straight ahead bolt-on, rather than the challenge that davesprinkle documented in his ie conversion post.

My plan is pretty simple:
1. Find an 800 SS is donor bike for the hard parts, electrics, and 5.9 ECU (see the POS below)
2. Swap everything over
3. Profit!

So far, the disassembly has been simple and straight forward. Although, I'm constantly surprised by how poorly some people maintain their stuff - I probably shouldn't be. The next big(ish) step is to have the flywheel lightened and have a bunch of parts powder coated. After that, it'll be bolting it together, sorting the loom, and minor fabrication.

I'll post updates from time to time. Wish me luck!
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1998 SS FE #194
2005 749R #362
2006 999 S
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post #2 of 37 (permalink) Old Nov 19th, 2018, 10:48 pm
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Wow. Good luck. That sounds like a truly interesting project. I've given thought to doing the same with my '93 at some point. Just not now as I only just got the OEM carbs rebuilt.

Given the lack of real repair parts (like Factory Pro nickel plated emulsion tubes) the future options are looking more and more like an injection upgrade to keep the old slab sides running for another 20 years.....sean

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My garage: Twins:2000.5 Mille R, 2000 996, 1994 EX500 basket case 1993 900SS. Suzukis: 2004 GSXR600, 1992 GSXR750 oil boiler, 1983 XN-85 Turbo
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post #3 of 37 (permalink) Old Nov 20th, 2018, 1:01 am
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If you can, it is preferable to use a 5AM as it is more reliable than the 59M.

Richard Collins - 2001 900SSie I have a 2 strike policy - 2 no responses from a poster = no more responses from me to any post by them. I have a good memory!
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post #4 of 37 (permalink) Old Nov 20th, 2018, 2:46 am
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i would have used a 1.5m.

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post #5 of 37 (permalink) Old Nov 20th, 2018, 8:59 am
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I agree with Punch, I have worked with these ecu's for years and the 5am Hw610 has proven to be more robust and easier to find than 5.9 ecu's . With the 1.5m it is sufficient to run the bike well but the 5.9 and 5am simply made it MORE tuneable. Given the trouble (fun) to convert I would not take the 1/2 step and go straight to the 5am HW610. Do keep an eye out for sensors buried into instrument clusters unless you plan on changing these as well.

There are certainly pluses to injection so I do understand I would just miss the audible treats the injection does not have.
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post #6 of 37 (permalink) Old Nov 20th, 2018, 9:46 am Thread Starter
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Thanks for all of the comments - keep them coming!

Specific to the 5.9 ECU, I'll be switching to a Microtec, as it provides lot's of tuning options.

1998 SS FE #194
2005 749R #362
2006 999 S
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post #7 of 37 (permalink) Old Nov 20th, 2018, 2:32 pm
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Yes the microtec has lots of options but I would say from my experience they are much less reliable than oem. And if you get our teacher Master Punch to coach you, you may find the 5am can do quite a lot itself.
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post #8 of 37 (permalink) Old Nov 20th, 2018, 3:43 pm
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the microtec allows the use of lambda input for tuning, but that's the only advantage i can see. the marelli ecu are a better starting point ime.

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post #9 of 37 (permalink) Old Nov 20th, 2018, 4:55 pm
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Quote:
Originally Posted by belter View Post
i would have used a 1.5m.
The 15M would be simpler to "fit"
A lot less wiring/connectors.
As Ducvet wrote, the 5XM is more tuneable and watch for "hidden" inputs that may have been in the donor bike's dash unless you are also using the dash.
Watch out for immobilisers as well and how/where they are.

The 15M has 16 x 16 tables and the 5XM has 20 TP and 32 RPM with better granularity.
The 15M has the air pressure sensor on the PCB inside the case.
Air temp sensor is on the black bracket behind the headlight/on the triple clamps.
The A0 and A8 versions have slightly different wiring and the A0 does not have a side/kickstand switch.
An A0 can be made to run an A8 bike and vice versa.
Obviously you will need a high pressure fuel pump and associated plumbing.

Do you have links to the builds by EIGHTfortyEight and davesprinkles?
I would be interested in reading about them, the challenges and how they overcame them.

@belter - with a WBO2 sensor and ScanST it eminently possible to log AFR and other parameters relevant to modifying maps.
That is in conjunction with Tunerpro, IAW Reader and IAW Writer.

In the absence of knowledge about those builds and ECUs used, you would need a "starting" map and XDF to suit the ECU you will use.

I have XDFs and bin files for the A0 and A8 900cc bikes.

Richard Collins - 2001 900SSie I have a 2 strike policy - 2 no responses from a poster = no more responses from me to any post by them. I have a good memory!
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post #10 of 37 (permalink) Old Nov 20th, 2018, 4:58 pm Thread Starter
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Here are the builds I referenced:

https://www.ducati.ms/forums/57-supe...sturation.html

https://www.ducati.ms/forums/57-supe...-95-carby.html
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2006 999 S
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