Geoffrey

MoTeC has released a replacement for the M48 ecu which has been discontinued. The new ECU - M84 is basically an M800 with Windows based software, but less options. The good news is that it costs less than the M48 and comes with single Lambda and 512k logging built in at now additional costs. Any of the MoTeC conversions we'll be doing will use this ECU. 9M will continue to provide an adapter harness with the new M800 style connector on it.

The new unit has more flexibility in input / output options, ability to use the knock module, and a second lambda is available.

Retail price is just short of $2600, less than the M48 it replaces.

SuperUser

Awesome:-)

NineMeister

Same size & connectors as M600/M800. UK retail price under £1500+VAT including 512K logging and single lambda.

Dwane

Geoffrey, What are the advantages to adding MoTec only to a stock engine?
Loren please refrain from commenting.
thanks

Geoffrey

The advantages on a stock engine are that you have total control over the engine management system and you can set the ignition timing and fuel optimally for performance. We've been able to get better than stock numbers from installing MoTeC on a stock engine. However, unless you are going to install cams and an exhaust, I'd recommend just getting a good chip.

warmfuzzies

Sits back and awaits you know who

sml

Is it possible to stop the idle bounce (or sub-dipping) with the stock DME and stock chip or SW chip?

Approaching idle, my car randomly (50% of the time) dips to 400rpm, bumps to 1000rpm and then hits a steady idle.

Could Motec solve the problem? I've almost given up on the stock DME.

SuperUser

Did you already try cleaning the ISV?

GT TWO

Ok I have a C2 with cams, headwork, throttle body, exhaust, RS flywheel and have dyno prints for 290+bhp currently

Would this give me a benefit now to have a Motec ECU and would I be able to use it if I had a 3.8 conversion?

Thanks

NineMeister

In my experience, idle stability is one of the key improvements to be had when installing Motec on a standard engine fitted with a lightweight flywheel; in fact we had one customer who owned a LWF equipped 964 C4 who had a 9m motec upgrade only on the understanding that we would solve the idle problem that a well known Motronic tuner had failed to fix after 9 attempts. The motec upgrade did it in one.

NineMeister

Dyno results vary a lot between dynos, however the relative difference of the states of tune are largely a constant.

On our dyno, a stock engine will make around 260-265hp & a live remapped stock engine with cat bypass typically pulls around 285-295hp. A perfect late model 964 or RS engine will eclipse these numbers, but the best that we would expect to see would be 305hp. An RS engine with MAF conversion may just (and I mean just) make 310hp. At this level of tune the stock injectors are running in continuous mode in order to keep up with the fuel demand from the engine. Take this same MAF equipped 964RS engine, fit Motec and a set of injectors and it will post 330hp.

The last modified 964 engine (heads, cams, bypass, MAF, K&N) that we tested that was running Motronic made 311hp at best; the engine ran lean throughout the rpm range. The same engine with a 9m Motec conversion (M48, injectors, intake pipe, etc) made 348hp. Similar spec engines have all made between 345-350hp, hence with this in mind I am confident that your current engine would produce around 10% more power under test with the 9m Motec upgrade.

With the 3.8 pistons & cylinders your engine would definitely make more torque, however top end power gains will be limited by the flow capability of the 964 intake manifold (or more accurately by the relatively small volume of the plenums) and will produce peak power at 6-6300rpm. A varioram manifold fares better and will up the peak power rpm by 3-400rpm & stretch the bottom of the torque curve down to 3000rpm, however there is a small cost to pay in that the peak torque number will be less. Controlling the varioram functions with Motec is a cinch.

The good news about the airflow limits of the stock manifolds though is that it nicely coincides with the 7000rpm safe running limit of the 964/993 bottom end with stock conrods. With the 3.8 p&c's your engine would make around 360hp with Motec, hence why I would recommend going for the Motec conversion before capacity.

sml

Yes. Gave it a good clean with carb cleaner and tested with 9v battery to check smooth operation.

sml

US$2600 / £1500 is tempting .. does that include all the connections for a simple DIY install in a 964?

evoderby

I think you'll find there are quite some parts you need in addition:

Higher flow injectors to unleash the extra horses, Map sensor, TPS, Wiring Harness adaptor, air cleaner/intake pipe amongst others.

I'm confident the extra top end horsepower could also be achieved by just fitting larger injectors and remapping the motronic to suit. 993 injectors (blue) are capable of 355 bhp and are popular fit in German 3.8 conversions.

I think the true beauty of programmable ECU's like the Motec package is the ease with wich you can make refinements, especially whilst driving on the road in real world conditions. Oh and this quest for BHP is addictive, slap on some ITB's in the future and Motec provides all versatility to do so.

Geoffrey

993 injectors are 2lb/hr more than 964 injectors and are in no way capable of 355hp. Not only that, they are old technology which have issues with flow and atomization compared to newer technology injectors like we're using now. I'm running the new injectors at higher fuel pressure that the older style (964/993) don't like.