ECM

The 912iS engine and its wiring system is specialized and trying to use something else is courting disaster and  everyday engine issues. You won't be a happy camper. Some aircraft Mfg's thought they were smarter than Rotax and would do their owning wiring and setups. That didn't work out so well for them. I so no reason not to leave well enough alone. Bottom line you can't take an orange and make it a peach. Just enjoy them as they are.

Hello,

Sorry may be it's my english that is not so good for a litle french tech it's look natural. But WHY do you wanted to use a préhistoric ECU? Instead of the original one that have no problems? is it because you wanted to upgradre the MAP of the engine?

Verry currious?

Kristof

Thanks for the replies. I acquired a 912is at an auction and the Rotax computers were nowhere to be found.

A quick search showed a replacement cost of close to 5K, which is more than I paid for the engine.

I have experience with MegaSquirt2 on an auto engine. Infinitely tuneable, using wideband O2 monitoring.

Since the 912is has redundant fuel and spark, the plan is to use two Microsquirt computers, wired to switch to the spare if a fault is detected.

Sounds like a fun project. In the IS tech manual is a table with the key parameters which you could use as a start point.

As others have said the damage you are likely to do while experimenting will be more than the $5k for just buying the OEM parts....but if money is not the key issue having fun is then go for it !

Glen, the Microsquirt comes with a start-up tune that is way conservative on timing, and way rich of stoich.

With the ‘Tuner Studio’ feature, the fuel tables are completely adjustable across the RPM range. 
With ‘Data Logger’ activated, you can view fuel ratios from your flight, as well as timing curves.

A third feature is ‘Auto Tune’ where the computer “learns”, and automatically corrects parameters.

Initial runs to full throttle will be brief, while tethered on the ground. I think the risk is manageable.