Setting up ignition on a Microsquirt in a 240Z

In this video we tackle the hardest part of getting a standalone ECU up and running: trigger and ignition settings.
This 1971 Datsun 240Z came to us for an EFI swap. Its using GM "LS" Truck coils and a 36-1 crank trigger wheel.
We first properly configure the ignition outputs, then hook up and verify spark.
Once we got cranking we found there was an issue with the crank sensor polarity, which is common in builds. After verifying the sensor did produce voltage about .5 volts AC with a DVOM, we swapped the polarity of the sensor and it immediately began to read properly.
In the ECU we needed to indicate the offset number of degrees the missing tooth was from TDC and it quickly made it easy to get initial timing set.

[@BrokeBoy-2jz]

I installed a resistor just like this and I’m still getting no signal or voltage at all from weld. For a 2jz ge

[@highimpactmotorsports7380]

I would suspect there is a problem with the actual driver, but with the unit plugged in, make sure you have 5 volts all the way to the trigger wire at the coil. If it does not, then you may have a bad resistor.

[@jtcustomknives]

Why a micro and not a megasquirt?

[@highimpactmotorsports7380]

Packaging, cost, and function. The microsquirt is tiny, does everything we need it to, and it's economical. We literally gained nothing significant going with a full megasquirt unit for this application.