Carl Fausett

We have been researching LH-Jetronic upgrades for the 928 for about 6 months, and have selected the Electromotive Tec3 system. The high-compatibility to Porsche/Bosch components, their extra-ordinary track record, excellent tech support and quality all contributed to bring them in at #1 in our selection process.

We are now a licensed Dealer for Electromotive, having completed our buy-in and I am now in the process of converting a K-Jet car (a 1978) and a LH-Jet car (a 1991) to the Electromotive EMS. Both of these cars are supercharged.

The kit will replace both the EZK and LMB with this one 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 8 coils with coil-near-plug technology.

The Electromotive system added our Stage 2 supercharger kits will comprise the core of our Stage 3 kits (plus a few other little goodies) but I think that the EMS kits will be of interest to more than just the go-nuts supercharging customer.

When I look at the price of a replacement injector harness ($1600) or the price of a repaired or replacement LH Sensor ($700) or the price of a replacement ignition control module ($400 to $1600) or a replacement LMB computer ($1500) it isn't long before the price of a few pieces can make a complete, new EMS for the 928 at about $2600 is a bargain in comparison.

And I think the value is greater to the consumer - for a little more than the price of an EPROM burner, I get rid of all that old crumbling wiring, full control over ignition and fueling, with cold-start enrichment, hot start adjustments, dynamic (not static) boost retard, MAP sensing for altitude compensation, coil-near-plug electronics, hot prolonged-spark firing, adjustable outputs for fans, pumps and such, all-new parts and all-new wiring harnesses. Its quite a deal.

Just wanted you guys to know its coming. If you need anything from the Electromotive catalog, let me know, I can use the business. In the mean-time, I will keep you posted on progress as often as I can.

123quattro

Putting a stand alone engine controller on older cars is very nice. The engine controller is very discrete so changing them out has little to no affect on the vehicle in general. Technology has come a long way and part throttle driveability can be vastly improved. That, and you can easily monitor all the sensors.

hacker-pschorr

Maybe it's too early for this question, but what is your game plan for a crank sensor on the L-Jet and CIS cars?

RyanPerrella

Carl,

Doesnt the shark tuner now allow for total adjustment of these systems without the need to go to an aftermarket system?

I never liked the idea of batch fire injection and i like the idea of individual coils, curious though what else you can do with the TEC 3 that you cannot with a shark tuner.

and to my knowledge, most poeple with shark tuners help out other 928 owners with them, so if you want to tune you dont even need to spend the money for the actual tuner itself.

I looked at the TEC 3 when i was trying to build a 911 a few years back and like the setup, its far cheaper then the Motec but with use 928 guys being lucky enough to have a product as the shark tuner, i just wonder why the need exists for an aftermarket system.

I do see it as a necessity to replace brokem computers or wiring harness's. If i had to buy a $1,000 harness or had to replace a computer i would consider the TEC 3. Is that the main market your targeting?

I guess i am just interested in what the TEC 3 would allow you to do that a shark tuner and the stock bosch electronics would not?

Thanks

mark kibort

I think a great market would be the simple MAF conversion for the Ljet models. I would love to see how the ljet models would respond. I was as close as anyone i know, to finishing the project, unitil i found that the Huntley racing kit used the wrong voltage for the AFM signal replacement. (ie 0-5 volt when 5 to 9 volt was needed) I had it all installed, with a custom air box made from the euro air box stuff, and an adapeter that plugged into the existing "U" where the AFM would normally mount. Had to send it all back for a little $ loss as i kept some of the stuff just incase someone made a break through.

If anyone has, let me know as what i have adapts to the US system as far as airbox and mounts to the US "U".

mk

Carl Fausett

I agree, and that is on our plans.

Fabio421

Mark, I told you already, it's been done. I even gave you the model # of the part to use. Mark Kuhn has one in his twin turbo 16V and dyno'd at aprox. 450 rwhp last time. It's not the most user friendly interface IMHO but it will do what you want it to do for not alot of $$$. Start another thread about it or dig out the old one and I'll post the info. Theres no need in Carl getting another canard thread going.

aggravation

Would this allow for tuning each cylinder separately for A/F and if so how would it analyze the individual mix of each? 8 O2 sensors?
Sorry if this a dumb question but I'm no mechanic I just play one on my 928

Earlier tonight I was trying to imagine replacing the harnesses in my car and looking up the the prices scared me to death so this sounds interesting! At least if I end up having to go down that road I know there is something to improve things with instead of just replacing things with the same old technology.

hacker-pschorr

Eight 02 sensors or eight EGT's (or both).

Installing eight O2's adds a whole new set of challanges to the project

Rick Carter

When I did this on a car 22 years ago with Electromotive we made a crank trigger wheel.

Carl Fausett

Ryan,

I think you have asked the wrong question. This is not a comparison of Sharktuner vs. Electromotive Engine Management System.

The comparison you want is LH-Jetronic with independent EZK ignition system compared to a modern, comprehensive EMS.

After all, the EPROM, no matter how well tuned, does not allow the LH-Jet to suddenly perform functions it never could before. The limitation is the LH-Jet and the EZK, not the EPROM-burner.

I want to be very clear here: I think John's Sharktuner was a wonderful step forward and I know it to work as advertised and yield good results.

An EMS replaces the entire ignition and fuel management system - it is not a modification of an existing (and old) fuel system.

They need to be looked at on entirely different planes.

928@AMG

Hello Carl,

are there also advantages using the Electromotive Tec3 system for non-supercharged stock CIS 300hp 4,7l engines ?

RyanPerrella

I agree with you carl that there are limitations with this injection and ignition system.

But i dont know what those limitations are.

I was just curious of the things that you could do with the TEC 3 Running the 928 that you cant with a stock setup and a shark tuner thats all.

I agree though that in the event of an engine fire or maybe an engine swap where a 928 engine is used in some other vehicle this would be an awesome solution.

Mike Frye

You mean besides the obvious one of having a new system instead of 24 y/o dried, cracked wire harness, and batch firing system that has been bumped, jarred and exposed to thousands of heat cycles to the pont that every solder connection is supect?

For my money if it does exactly the same job but is made of new parts it's worth it to me.

928@AMG

To avoid misunderstandings :

Engine harness , all ignition parts and all CIS components are new on my 928 .