Mike Frye

Well in that case, you're set. (and no offense meant)

Mine are original and given the choice I'd go with newer but tested technology, especially if it's comparably priced or cost less. I didn't even know the engine harnesses were available new anymore. I'd be afraid I'd get 'not sold yet' which doesn't mean new at all.

BC

With proper tuning, even an unmodified engine will gain power under full throttle. With no MAF/Barn door/CIS plate in the way ofthe air, there is gain. Proper, correctly timed injectors and ignition that are mapped to that SPECIFIC engine will also gain power. Stock engines sometimes see 10% more power just from Aftermarket EFI and *proper* tuning.

When you have boost, you are unlimited in your potential.

Carl Fausett

Ryan,

I am counting on two prospective markets for the Tek3 system in the 928.

One is the market of those who are experiencing replacement/repair issues with their old injector wiring harness and components and want them replaced with affordable new equipment.

As the 928 continues to age, this market will grow. Already there are enough repairs needed for the LMB and the MAF sensor that cottage industries have opened that do nothing but repair these old parts. I get monthly calls for replacement injector wiring harnesses (we manufacture engine wiring harnesses already) and we cannot locate all the connectors we need to make them.

I see the EMS as a way to keep the car, and lower the cost of ownership and increase the reliability for these situations. In one action, you would have replaced all the old ignition and fuel controls.

The other market is the Tuner's market. Those performance enthusiasts that keep pushing the 928 into higher HP and greater performance. These people demand more tuning options thatn the current LMB/EZK combination can provide.

Some of these features include:

> Direct-fire coil-near-plug ignition, with significantly higher firing voltages and spark duration. The DFU's are completely weather-proof and their firing is controlled far more precisely than distributor-equipped systems.
> the capacity for low-impedance injectors, with their faster switching and better idle capabilities on cars with agressive cams
> the capacity for 2-injectors per cylinder where needed, and smooth injector switching through the RPM range. It also provides staged injector settings, sequential injector settings (with a camshaft position sensor), and phased-sequential firing.
> the fuel map has 256-point high resolution interpolation between data points, and adjustments up to 0.001 millisecond.
> 4 user-definable outputs that the Tuner can use to control electric radiator or intercooler fans, wastegates, and other devices. RPM and MAP-activatred set points allow you to control any other RPM activated item like shutting off the AC compressor automatically at a specific RPM or MAP value, or switching on an auxillary fuel pump at a set RPM or MAP value.
> 4 user-definable inputs that the Tuner can use to process or log data from wheel speed sensors, add an ignition-advance trim, add an all-electronic instrument cluster, a NOS-retard, and other uses.
> the system has automatic battery voltage compensation so that low battery voltages do not modify injector phasing.
> the system has a deceleration fuel cut-off to stop backfiring during a rapid decel.
> the system will take us from the on/off/on SPDT throttle position sensor we have now and bring us to the better potentiometer-style Throttle Position Sensor (TPS). This enables a new list of features we do not have now, including TPS data logging; TPS-mapped fuel enrichment (functions like the old accelerator pump on a carburator) so when you suddenly stomp on the peddle there is no delay; or in the reverse, when you suddenly snap the throttle shut from a previously high-rpm, it kills the fuel. The TPS also gives us "Valet Mode" if you want o restrict the engine output for your kid or wife or Valet; and it adds tuning capabilities that include blending the TPS position to the MAP sensor for an improved idle when the car is equipped with lumpy camshafts.
>you can choose from 3 rev-limiters, or a sequentially more severe "soft limiter"
> the knock sensor threshold can be adjusted, and what happens when a knock is found can be controlled and configured.
> and most importantly you gain FULL CONTROL of ALL fuel and ignition parameters.

For the boosted 928 - instead of the current system that has no Manifold Air Pressure inputs and a static fuel map; you will now have a dynamic fuel map that responds to boost and adjusts both the ignition timing and fuel injector phasing accordingly. Thats a big one for me and our Stage 3 SC kits.

Oh, and one more - the ignition timing is now load-dependant instead of rpm-dependant, making it much more flexible and safer for the engine.

I've tried to stay away from those things that the Tek3 does that the current LMB/EZK already also does as you asked whats different. I hope I succeeded.

Keep in mind that the EPROM-equipped cars mostly ended in the auto industry in 1996, the year of the federally-mandated OBD-II systems. After 1996, almost all auto manufacturers stopped using them as the new regs for emissions and On Board Diagnosis required better, faster and adjustable computers.

I view this as a step to bring our wonderful car into the modern era and keep it alive and interesting.

Jim R.

Carl,

Does the Tek3 rev limiter kill spark or fuel when it kicks in?

Nice product, and after seeing what one harness costs on another GT, a very nice alternative and upgrade to keep these cars on the road.

Jim

aggravation

How will it control idle? Does the ISV remain in use?
And if one wanted to use 8 O2 sensors do you still need to put in a separate controller as a go-between or is this equipment able to use the 8 separate O2 sensor inputs to control A/F for each cylinder?

John Speake

With stock system you can just remove the WOT input to the EZK and then the igntion timing is load (i.e. bost) and rpm fully mapped.

John Kuhn did this on his twin turbo.

What connectors can't you obtain ?

Carl Fausett

There are 3 Rev Limiters. A Primary, a Secondary, and a Valet.

PRIMARY: the primary rev limiter can be set at any RPM up to 20,000 rpm.
When the set value is reached, it can do one of two things (your choice):
1) it can move the ignition advance to Zero. Most engines will stop accelerating with the ignition advance set to Zero. You may also specify a fuel cut when the Zero advance is triggered. When the RPM comes down, full and normal functionality is restored.
2) it can enable a 3-stage soft limiter. When the specified rev limit is reached, the Tek3 will retard the ignition timing to -12 degrees. If the engine should continue to accelerate 50 RPM further, the second stage will activate and ignition coil current is cut in half. If it still accelerates 50 RPM past that, the coils are shut off comletely, and optionally, the fuel will also be shut off. No engine will continue to accelerate with the ignition and the fuel cut off comletely. When the RPM comes down, full and normal functionality is restored.

SECONDARY: By connecting one wire to ground in the Tek3 wiring harness, you can activate a Secondary Rev Limiter also IN ADDITION to the Primary Rev limiter. This allows you to activate BOTH OPTION 1 and OPTION 2 above at the same time, but they can have different trigger points. So I could start the first rev limiter at 6400 rpm, and if I continue to accelerate, start the 3-stage rev limiter at 6700, for example.

VALET: The Valet rev limiter allows you to limit RPM and vehicle speed by switching it on. You could limit speed to 30MPH and RPM to 3,000 - which is enough to let some goon park your car. This feature already exists on many high-end exotics, probably a damn good idea. I could use it when I let my son drive my 504HP 928 GT! (Hmm, 55 MPH and 4000 RPM comes to mind...)

Carl Fausett

[QUOTE][What connectors can't you obtain ?
/QUOTE]

Let me make a list and get it to you. I'd love to make injector wiring harnesses if I could find all the right connectors. I last looked about 1 year ago.

Maybe you will have better luck.

John Speake

OK Carl, if they are unusual, a picture would help. You can email me from my website if required.

pdejong

Look at this website: www.sdsefi.com.
I converted my "86 944 and my '83 928 S US AT with this system. Ripped out the old barndoor air meters and the whole wiring harnesses. Replaced the air flow meter with a 90 mm plain pipe. I must have picked up 20 to 30 HP and a much more responsive engine. The AT shifting improved a lot. $ 1,400 for a complete new EMS, including ignition timing. The SDS system allows you to either do fuel management or both fuel and ignition.
Fuel mileage improved from barely 20 mpg to 22 mpg on an average (not too fast) highway trip.

Peter, Houston TX

'83 928S AT
'90 928 GT

Carl Fausett

I have the kits sorted out for each year of 928, and the whole listing is available for your perusal now at:

http://www.928motorsports.com/parts/...php#enthusiast

The 928 Motorsports TEC GT Engine Management System (EMS) kit is a complete replacement for all of these items on your 928:
The entire stock ignition system
The entire stock fuel injector system
The entire fuel injector wiring harness
The distributor caps, ignition coils, and spark plug wires
The stock LMB (injection) computer
The stock EZK (ignition) computer.
The stock MAF (Mass Air Flow) Sensor

There are two reasons to upgrade to the 928MS TEC GT Engine Management System:

The TEC GT kit for the Stock 928 Owner
The TEC GT kit for the Tuner/Performance Enthusiast

The TEC GT kit for the Stock 928 Owner
Perhaps you are starting to experience these costly issues with your 928; a broken and damaged injector wiring harness, a MAF sensor that need rebuilding or replacing, or an EZK or LMB computer that needs replacing.

These items are expensive, and they aren't getting any younger nor easy to find, either. Additionally, even when all these pieces of the original ignition and fuel systems are in tip-top shape, they still represent the state of technology available the year your car was built. In contrast, after you have installed our kit your engine management will be in 2009 operating trim, with the latest and most reliable systems available now.

Our kit will replace both the EZK (ignition) and LMB (fuel) computers with this one fully-integrated system, and will include the necessary adapters to use as many of the stock sensors as we can so it will be very plug-and-play. For example, our kit uses the stock 60-minus-2 timing ring and the stock inductive pickup, vastly simplifying the install. Our kit is distributerless and features 2 coil packs with coil-near-plug technology.

This all-new and fully modern EMS is away to lower the cost of ownership and increase the reliability (and enjoyment) of your 928.

The TEC GT kit for the Tuner/Performance Enthusiast
For those performance enthusiasts that keep pushing the 928 into higher HP and greater performance, our complete kit will exceed the output of any piggy-back electronics or EPROM burner.

And think about it - for a little more than the price of an EPROM burner, you get rid of all that old crumbling wiring, old coils, and limited capabilities and replace all of it with modern 2009 equipment.

The 928MSTEC GT system will support Superchargers, Turbochargers,modified intakes and large lumpy cams. One limitation owners of boosted cars report is the point where the MAF sensor can no longer measure air flow.Its simply maxed-out, and cannot "see" the additional air being delivered, and so cannot supply the matching fuel. Now the MAF will be gone (along with its restrictions) and you can tune the high-boost application correctly.

Some other features:
Direct-fire coil-near-plug distributerless ignition, with significantly higher firing voltages and spark duration. The DFU's are completely weather-proof and their firing is controlled far more precisely than distributor-equipped systems.

The fuel map has 256-point high resolution interpolation between data points, and adjustments up to 0.001 millisecond. Much greater resolutions than the old stock LMB fuel computer.
Spark timing is precisely controlled under all conditions, including rapid engine acceleration (system counts 3,060 points in one revolution of crankshaft), Much higher resolution than the stock EZK ignition computer.

Long, 1000+ microsecond spark duration - 60+° duration at 10,000 RPM! (CD based ignitions only have 3° of spark duration at 6,000 RPM)

Ignition timing is now load-dependant instead of rpm-dependant, making it much more flexible and safer for the engine. Your expensive engine will last longer because of less stress on internal engine components due to the TEC GT super-accurate ignition event.

For the boosted 928 - instead of the current system that has no Manifold Air Pressure inputs and a static fuel map; you will now have a dynamic fuel map that responds to boost and adjusts both the ignition timing and fuel injector phasing accordingly.

Comes with 4 user-definable outputs that the Tuner can use to control electric radiator or intercooler fans, waste gates, and other devices. RPM and MAP-activated set points allow you to control any other RPM activated item like shutting off the AC compressor automatically at a specific RPM or MAP value, or switching on an auxiliary fuel pump at a set RPM or MAP value.

Also has 4 user-definable inputs that the Tuner can use to process or log data from wheel speed sensors, add an ignition-advance trim, add an all-electronic instrument cluster, a NOS-retard, and other uses. Will support both high and low-impedance injectors, with their faster switching and better idle capabilities on cars with aggressive cams.

The capacity for 2-injectors per cylinder where needed, and smooth injector switching through the RPM range. It also provides staged injector settings, sequential injector settings (with a camshaft position sensor), and phased-sequential firing.

The system has automatic battery voltage compensation so that low battery voltages do not modify injector phasing.

The system has a deceleration fuel cut-off to stop backfiring during a rapid decel.

The system will upgrade your 928 from the on/off/on SPDT throttle position sensor we have now and bring us to the better potentiometer-style Throttle Position Sensor (TPS). This makes a new list of features available to you including TPS data logging; TPS-mapped fuel enrichment ; "Valet Mode" if you want t o restrict the engine output for your kid or wife or Valet; and it adds tuning capabilities that include blending the TPS position to the MAP sensor for an improved idle when the car is equipped with lumpy camshafts.

You can choose from 3 rev-limiters, or a sequentially more severe "soft limiter".
The knock sensor threshold can be adjusted, and what happens when a knock is found can be controlled and configured.

Full data logging capability built in.

No moving parts to wear out or replace Closed-loop, open-loop, and Auto-tune functions (of course).

Proudly made in USA

KITS INCLUDE:

UNIVERSAL V8 KIT:
TEC GT Electronic Control Unit
TEC GT 6' Main Wiring Harness
Two Direct Fire Ignition Units
Pre-wired TEC Power/Fuse/Relay Wiring Harness
MAP (Mass Air Pressure)
Sensor MAT (Mass Air Temp)
Sensor Bosch D-type TPS (Throttle Position Sensor)
PC Serial Communications Cable
TEC GT Software for Windows PC
Complete Electromotive Installation Instructions

Porsche® 928 1987-95 kit includes everything in the kit above plus:
Adapter bracket to mount TPS to Porsche® Throttle Body
Two Distributor Cap Hole Plugs

Porsche® 928 1985-86 32v kit includes everything in the 2 kits above plus:
Adapter mount for knock Sensor
Porsche® 928 Knock Sensor

Porsche® 928 1978-1985 16v kit includes everything in the 3 kits above plus:
Crankshaft Reference Mark Sensor
Crankshaft Sensor Mount
Distributor Hole Plug Other

Items that you may need depending on the year of your car: flywheel with timing gear (we have those if you need them), ignition wires, throttle body and intake/inlet tubing and connectors.

Lizard928

I love the 16x16 tables for ign and fuel mapping!!!!!

Also the interface is very pleasing to look at.

BC

I like that TPS - can you tell me where you found that part?

Tampa 928s

Can you enlighten me on something?
I keep hearing about batch firing of the injectors, what I heard is this.
All injectors are batch fired upon start up and Wot, otherwise they are following the firing order.

dprantl

Nope. On Bosch LH 2.2 - 2.4.x the injectors are batch fired all the time.

Dan
'91 928GT S/C 475hp/460lb.ft