slate blue

If you don't go down the Sharktuner route which seems the easiest. The Cosworth system is the best and now cheapest thanks to a weak pound. You would use the SQ6, it is around 2,500 pounds but apart from electronic throttle all options are enabled making it much cheaper than Motec. It is a very powerful unit one that you can't compare it to lower units. Its competitors are Motec, Bosch aftermarket, Magnet Marelli.

http://www.cosworth.com/default.aspx?id=1090263

Used in cars like this, http://www.facebook.com/video/video.php?v=431113089324 and they are the American agents.

Greg

Brett928S2

Hi

You are right, I have a UEGO wideband and all you can really use it for is setting the idle mixture which a gas analyser does just as well...

Mine does connect to something else which is useful, it connects to my Maxx Extreme Race controller so that IF for example my car runs very lean on a Nitrous run it (The Maxx) can cut off the Nitrous to prevent any risk of engine damage....

So in certain circumstances they are useful but as a day to day thing, they are just a pretty gauge on the dash...



All the best Brett

928mac

I clearly understand everyone reasons for choosing the sharktuner, the controler is cheaper then any other and it is user friendly.
But to compare apples to apples, you could not compare sharktuner to the ems system sold elsewhere
because that system also provides a replacement for:
[quote from their site]
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

And in my case with a 89, I would not use the dist. caps any more, because there new bolt on system (that is provided) is a direct coil ignition system.

This is what they claim about the knock sensor:
[The knock sensor threshold can be adjusted, and what happens when a knock is found can be controlled and configured]

for my car a full convertion $3520 us

i would encurage the compairison by reading both links that I posted at the begining of the thread.
Im not pushing one way or the other, but to me it seams that the more expencive package gives you more.
This is where I am wondering if the extra suff will need to be replaced in the future anyway

SeanR

When you switch over, I'll take the extra parts that you have left over

928mac

No problem Sean,
if I do???
I wonder if I can get one piece belt/cam covers without the dist cap

OMG i just read your sig
[•• Law of Mechanical Repair - After your hands become coated with grease, your nose will begin to itch and you'll have to pee. ]

pissing my self laughing

Hilton

Ask them whether their knock management can retard individual cylinders on knock detection.

The stock 928 LH2.3/EZ-K system on your 89 does that - so when a knock is detected, only that cylinder gets retarded.

928mac

Sent them a e-mail and asked them to respond here

Hilton

My point was that the stock system is actually pretty sophisticated - to improve on its functionality (when combined with a sharktuner), you need to spend $$$.

Long term, I'll be building an engine with COP (I've got 8 Porsche plug coils in the cupboard behind me), but that's for an engine that hasn't been built yet, and when the time comes I'll be using something that gives at least as much control in all areas as the stock system.

BC

I think we are sort of off course here.

The best engine management system is the one you either know how to tune it 100% or you know and trust someone who can. No More, no less. If you can't tune it, then it shouldn't be installed.

That said, I would like to point out the reason people install aftermarket EFI is because they have gotten outside the original parameters, or require the engine to operate outside the original ECU's parameters.

Stock car and engine? Then leave it alone (not that I would, but I know its prudent) Different cams? Maybe you need a sharktuner. However, once you change the injectors to sizes required when you modify cams, intake, or other things like increase combustion and/or add boost and will need to modify all operations parameters of the engine as well as add additional inputs and outputs like water injection, the ability to sense E85 and change the fuel tables according - you need an ECU from this century, and not the previous one.

Todd was mentioned - The one thing that sweet, caring, genius of a man mentioned to me as the most important to him in his own system at the time was that the ecu can trim fuel on each cylinder according to load x rpm. NOT just per a percentage via global change. He is talking specifically about having load/rpm axis maps for each cylinder.

I will remind people that LINK does not do this. Vipec, which is link, does not do this last time we checked. Haltech does not do this. Adaptronic does not do this. Tec does not do this.

The systems that I have verification of doing this are:

1) Autronic
2) Pro EFI 128
3) Megasquirt 3x

Why is this important? Run enough air through the stock intake manifold and you will see large differences in flow between each runner. If you make a new manifold, it will have its own new parameters.

PorKen

'No-lift' shifting, too. I just programmed this into one version of my S3 chipset, and it's a hoot.

Not very dramatic, either. I was surprised. Smoother than a full throttle auto shift.

Rev to 6000 rpm, put in the clutch, injectors cut off, revs drop to around 4200, slides easily into the next gear as the revs are matched, release clutch, full power.