reyk

Does anyone know where I can get a working set of Motec ignition maps (advance versus load) for a 3L 944T? The fuel maps are not hard to tune using the wideband lambda values and data logging- the ignition curves are much harder to get right.

I've been tuning for a couple years - 20 tuning revs - and went to a motec map published in a tuning book, but what looks like too much advance too early has got me on my third set of JE pistons (sigh). Luckily I've got Darton iron sleeves which are pretty much indestructible.

Anybody got some info to share, or can point me to someone who can help? I'm in SF bay area

Motec M4

Thanks
Reyk

fortysixandtwo

Sorry if I come across as harsh. But why, after even the first set of pistons, haven't you just paid someone who knows what their doing to tune the engine? At this point it would have been cheaper.

Try: http://jmengines.com/index.htm
He's semi retired, but uses(ed) Motec, maybe he'll help you out with either tuning services or point you in the right direction.
He's in Los Osos, CA. I don't know how close that is to San Fran, at least it's the same state.

333pg333

Are your sleeves wet or dry?

Mikes3.0cabturbo

Hi Reyk, please let me know if you ever find a map, I tried many times and people said they would share but never eventually did, I ended up creating my own, which your welcome to a copy, they are for a different EMS but you can xfer them to the motec.

rgds
mike

fast951

reyk, I have a map based on my 3L 951 from years back.. My car had 9:1+ CR, so it may not be a perfect match for you. I sold my car years ago before the Motec Window software was released, so it's based on the DOS version of the Motec software (compatibility issues??).
In addition to the ignition map, you need a few compensation maps (which alter ignition as well).
Post your specs and if it's close to what I had, I might be able to help you.

968turbos2

333, the ductile irons are wet sleeves for the 3.0 L block from darton.

evil 944t

All Darton sleeves wet(MID) or dry are centrifugal spun cast ductile iron.

Chris White

Machinists hate them....very hard material, it eats up cutting bits...

Chris White

BTW – once you get to this level of engine build you really should consider getting it tuned to match your build.
Each engine is slightly different as well as gas quality, altitude and other differences. While a ‘generic’ map may allow you to get the engine running you still need to tune it to your specific build, use and location.
Find a good tuner to work with in your area, it will make your life a lot cheaper!
Base your pick for tuner more on his/her engine knowledge than the specific EMS knowledge. Knowing what the engine wants/needs is a lot more important than knowing the EMS – they can figure out the EMS…

reyk

Thanks to all for the info. I'll try JM - I had thought he was an east coast guy...

I'm an electronics guy, not a real gearhead, so don't really know much mechanical, but have had lots done to the car. The specs are roughly below.

3.0L 968 block
2.5 L 8 valve head, originally with O rings, now new head with 5 layer steel gasket
K27 turbo w/k26 hot housing
Darton iron sleeves
JE pistons - 8.2:1 compression
Pauter rods
Motec M4 engine mgmt
80 lbs/hr injectors
Tial 42mm wastegate
300 kpa motec MAP sensor
96 octane fuel
968 6 speed, mechanical LSD mod 930 half axles
2.7L cam
TXS Knocklite wired into Motec for knock sensing

I think I'm okay with DOS version of MAP - I know local tuning shop that's done Motec forever, so they probably have early version. So, if you still have it, Fast951, I'd love to see it.

Think the best advice is to go to best tuner somewhere and get it done...

FYI - lessons learned the hard way:

1. Pay Darton to do block machining/sleeve insertion. Costs $800 + UPS block. They do it in a couple weeks. I waited 1 yr while 3 machine shops investigated the requirements and gave up. Needs .0003 overall accuracy. This may be my best investment, as if/when you goof and shred the pistons you just hone off the melted aluminum and order .0005 larger pistons.... instead of a new block.

2. Get right size injectors. Turns out not hard to calculate injector flow lbs/hr based on displacement and horsepower target. 3.0L ~ 400hp needs 80 lbs/hr.

3. Get Pauter rods. Had big name 951 builder say 968 rods were up to anything. Have bent 968 rods to prove otherwise.

4. Get data logging and advanced tuning for the Motec. Allows analysis of air/fuel after driving - makes for factory level normal driving - seamless w/very little boost delay.

Thanks again, all
Reyk

951 Garage queen (but I love it)
07 Cayman S

reno808

For starters i would go with a bigger turbo. What kind of numbers are looking for? whats going to be the car duties?

Mikes3.0cabturbo

Reyk, on that turbo hotside if its really a K26 hotside its way too small, you will get lots & lots of backpressure which may also contribute to your melting pistons. I had #8 with stage 5 wheel and that was still too high.

dand86951

Reyk, we have a very similar setup and though I don't have the MOtec Ido run a TEC3. Send me a PM with your email and I will email you a copy of my advance map. I found out very early that my 8v 3 liter is very sensitive to octane and ign advance especially at the lower rpm when the boost comes up. I had to retard my timing dramatically in the lower rpm at even 8-10psi boost. The car sure ran better overall after pulling the timing back.

dand86951

Oh and I never came close to melting pistons but I did hear it and could see it on the knock sensor datalog.

dand86951

Reyk, what is a TXS knocklite?