BC

Batch means more than one injector is firing when only one of those injectors is actually firing into a properly timed valve opening/combustion event. So you have extra fuel being sprayed at a closed valve, not really wasted, but its not perfect.

Sequential injection (AT IDLE, and Low RPM cruise) only fires ONE injector at the proper port at the proper time. At higher Revs, because of the timing of things, Even sequential injection is firing NOT at the specific opening of the valve. By 6500rpm, you are almost spraying all the time anyway. Unless you greatly increase the size of the injector past requirements. There is also some power increase, but only when you stick below 60% duty cycle.

Sequential allows you to run much larger injectors. And it does help with emissions and MPG.

Bill Ball

Right. If you look at the wiring diagram you will see there is no way it can be anything but that. There is only one wire from the LH to the injectors.

Carl - If I hadn't lost nearly 50% of my net worth in the stock market since December 07, I'd be all over this system. It looks like it would be fun to use.

largecar379

as usual, another nice upgrade that many should put on their shopping list.

I certainly will.

it will be a great addition to the new 16V intake (if) when it becomes available.

anything that brings us from the dark ages to current technology is a good thing.......

I'll be glad to part with my CIS, distributor ignition, and my near thirty year old engine wiring harness.

Nice work Carl.





--Russ

Carl Fausett

Its OK to be confused.

There is "Bank-fire", "Sequential-Fire", "Phased Sequential", "Full Sequential" and a host of other street-talk descriptions that are even more confusing like "Semi-Sequential" and more.

In general:

Bank-fire means that all the injectors on each bank are fired at once. Crankshaft position is only generally accounted for (if at all).

Batch-fire means several injectors are fired at once, and there are several iterations. This term is not very specific, and often abused and confused. "Batch Fire" has too many meanings to be of any use as a term.

Phased-sequential means only 2 injectors are fired at a time, only 2 injector events per 720 degrees of rotation. The cylinder at TDC and its companion are fired simultaniously. Crankshaft location is more accurately timed in this style of injection than in bank-fire, so the resolution (timed degrees of rotation) in the fuel injector control and ignition control is much higher.

Full sequential means the engine is equipped with camshaft timing sensors because the engine must be able to separate the 2 TDC events and know which one is on the Intake stroke. In Full sequential, only 1 injector event occurs each 720 degrees fo crank rotation.

For all the added complexity that full-sequential requires, both automobile manufacturers and after-market tuners have discovered that while emissions and mpg can be increased using a full sequential injection configuration, HP is typically not effected as the benefits to sequential injection are typically limited to idle and low load conditions.

Bill Ball

Hi Carl:

I don't see what looks like a complete injector harness. Where are the injector plugs? Also, you mention it will use most of the stock sensors. Will it include plugs for them or is this something the end user will have to acquire and splice onto the new harmess leads?

Where would you mount the MAP and MAT in an otherwise stock system?

Oh, and just curious, where does the "LMB" nomenclature come from when referring to the LH ECU? I'm not familiar with that and The Google failed me.

BC

Map is usually just a vac/boost line off of the post TB manifold. MAT (IAT) is also usually put as a probe into the intake tract. Its important to place it so it does not get the heatsoak from the actual intake material.

aggravation

Would you just use a stock MAF with the insides removed or fabricate something else to replace it?

Carl Fausett

The injector connectors are provided by us, although you are right, they are not in the photograph. My bad. Photo below. I use the newer type with the bail that does not require any tools to remove on and off.

The 3-wire connectors are also provided, and have the same push-to-release bail.

We are designing it to use the stock knock snsor and crank timing sensor.

The MAP sensor can be mounted to the firewall with 2 screws. The hot-wire sensor (MAF) is no longer needed, and on boosted cars, they usually maxed-out anyway unless you sent them in to be re-calibrated and modified. Just replace it with a section of tube.

John Speake

What are the aids in software to help you tune ? Autotune ?

Lizard928

So that everyone knows,

Is this harness going to be plug and play? Specific for the 928,
Or do they get the base harness and they still have to cut splice, add connectors etc.?

Carl Fausett

As my post above said, we have put together 3 different Tec GT kits that are specific to certain model/years.

This is because our kit is beyond the Electromotive base kit, and adds the adapters, connectors, and bits-and-pieces you need to fir them easily to a specific 928.

For example, the 1985/86 928 has the Hall sensor, but no knock sensor nor the provision for one. We provide ythe knock sensor and the adapter to fit it into the 928 block.

The 16v motors do not have the hall sensor nor the knock sensors, and our kit provides all of that too.

Yes - the wiriing harness is complete and plugs are provided for each sensor and injector. The plugs are not attached... so you can pull the wiring through the firewall, then you add the connectors to the wires once they are on the other side.

WHAT IS NOT INCLUDED: is whatever sort of tube or throttle body you would like to use to replace your L-Jet barn door, or LH-Jet MAF sensor. I leave that to you.

Incidently - you do not have to replace the MAF sensor if you do not want to. The TEC GT kit can use it instead of the MAP sensor. However, they are getting old and frail, and they cannot measure high CFM/boost applications, so you may want to switch to MAP instead anyway.

The system can use both MAP or MAF or a blended tune, using both MAP and TPS.

Carl Fausett

Yes, Closed loop, open loop, auto-tune, and blended tune (MAP and TPS both).

I remember reading about some other tuning assists in the manual - I'll go check it for more.

Carl Fausett

It has such a large list of aids to tuning that its really hard to list them here.

With a few answers, it will lay in a fuel and ignition map for you that allows you to start up a new engine or application safely literally within minutes.

Of course, it can auto-tune in real-time on the highway so repeated trips to the dyno can be avoided. That is not only convenient but saves money.

It can also Tune thru the MAF sensor, or the MAP sensor, and if the engine has high boost and lumpy cams (and trouble idling as a result), it has a blended-tune feature that will use both MAP and TPS inputs to run the engine.

Keep in mind that the increase in resolution alone is something on the order of 25x higher than stock. The 60-minus-2 toothed timing wheel is used even today on the 2008 and 2009 Porsche/Bosch systems.

But, from that timing wheel, the old Bosch system indicated 120 points each revolution. In comparison, the Electromotive system calculates 3,060 angular points per revolution (1).

Additionally, the loss of mechanical distributers alone greatly enhances the accuracy of each timing event. On the 32v 928, our distributor is first belt driven (by a 6-foot long belt) and driven off a camshaft the also drives the exhaust via chain. Chain lash, belt lash, and arcing in the cap all contribute to the randomness of the ignition events. (2)

Because of (1) and (2) above, we can not only garner more HP thru extremely accurate ignition timing events, but add tremendous safety to the engine by eliminating unwanted detonations.

Mongo

Just out of curiousity, has anyone added this EMS setup yet to a California car? I'm falling in love with a kit that can hopefully be undetectable to the smog ***** out here...

Specifically a 32-valve S4/GT/GTS?

I also see no mention about the flappy induction system and the TEC-3's compatibility to it. Would the intake runner tuning flap still function when going to Electromotive?

dprantl

Although I have never used a TEC-3, I am positive that it would be able to actuate a flappy at whatever RPM you wish. This is a very simple task.

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