AE86 16v standalone - any suggestions?

[robokill]

megasquirt 3.0 can do the same as a motec. Only its difrent in tuning. Some people can modify the stock ecu creating the same idea.

I would go for MS and use a standard map (downloadable for the 4age) to start and set it 2 days on the bench for finetuning

[NoHachi]

Just checked, Megasquirt just does the simple linear interpolation.

@Robo: It most definately does not do the same thing as motec. Whether the extra $$ is worth it depends on a lot of factors.

@phatbob: know of any cheap EFI systems that do the non-linear interpolation? So far I have only seen it on the $$ systems (alongside large numbers of mappoints.)

[Lipinhu]

This might interest you.

http://cgi.ebay.com/ebaymotors/MoTeC-M4-...enameZWDVW

Is a bit more expensive (still very afforable for its price when new), but definetly a better option, if i was after one, i wouldnt think twice.

[El_Camino]

robokill Wrote:I would go for MS and use a standard map (downloadable for the 4age) to start and set it 2 days on the bench for finetuning

Robo, have you tested this? Was the MS "stock ECU" setup really close to the stock?

[byd1380]

I'm just about to start this later this week, Have taken 3 days off work. I intend to fit a 36-1 trigger wheel, standard Crank position sensor, use a Perfectpower XMSL ECU, and use a peugoet coilpack. I have used this ecu on a vauxhall engine to only control ignition. But will be also controlling fuel, with my 20v ITB's. Will keep you posted on my progress, hopefully should be at the rolling road before the end of the week for a full mapping.

Ivan

[oldeskewltoy]

Have you looked into FJO?

Quote:FJO Racing Products releases the last engine management system you'll ever need! This product is styled after the very popular original FJO 341B System with all the features you asked for.

This advanced product can not only handle an engine's fuel and ignition requirements, but can also progressively control nitrous oxide, integrates water injection, dynamically controls turbo charger boost levels, drives variable valve timing solenoids and more. The new 341B's ability to completely integrate these functions ensures smooth and efficient engine operation, without the need to purchase multiple "black boxes". Not only is it ideally suited for a street/strip automotive application, it has the capacity to provide the special features for the race bike and the marine markets. Designed tough to take the heat and moisture this environment presents, you no longer need to compromise. Add to that the 341B's "self learning" fuel maps and the Windows-based graphical programming menus, and tuning just got a whole lot simpler.

Built to the same rugged specifications as FJO's first engine management system, this product now sets a new standard in performance.

Here is their specs sheet....
http://www.fjoracing.com/products/341B/d...%20EMS.pdf

I KNOW they are less costly then 2000 euros.... but they are not cheap... but their system is better than most others!!!

Here is their link on their 341B system... http://www.fjoracing.com/products/341B/
in the upper right is all the links to all the specifics... anything not there... a simple call will get you the answers...

[woper]

Lipinhu - That motec is nice but it cannot tune ignition map. It's only a fuel managment. For me is useless.

MS II EMS use 12x12 tune tables that means that there's 144 points for ignition and 144 for fuel. AEM EMS has 17x21. That gives at least 357 point. And You can multiply it.
That's the major different between very good EMS and EMS.

[Lipinhu]

Quote:Lipinhu - That motec is nice but it cannot tune ignition map. It's only a fuel managment. For me is useless.

Are you sure? Today i downloaded the MoTeC software for the M4 and there are igniton maps. Besides that, check on the link below for any doubts.

http://www.motec.com.au/m4.htm

[NoHachi]

woper Wrote:MS II EMS use 12x12 tune tables that means that there's 144 points for ignition and 144 for fuel. AEM EMS has 17x21. That gives at least 357 point. And You can multiply it.
That's the major different between very good EMS and EMS.

Not entirely.. PhatBob is right on that one. What you are trying to do is as best as possible approximate the continuous Volumetric Efficiency map through a limited series of points. The map usually has a set of hills and vallyes that correspond to the eigen frequencies of the inlet and exhaust tract. These are pretty smooth, so approximating them through linear interpolation can be pretty rough. By using non-linear interpolation (e.g. polynomial) you can in theory get a better fit to the VE map.

Obviously you need a minimum of 2 mappoints to define each hill and vallye correctly, regardless of what interpolation technique you are using.The more peaks you have and the sharper they are, the more you really need to define the VE map. Intense multiple peaks are a characteristic of well designed and executed intake and exhaust systems (4-1 ex, IRTB in).

The problem becomes even bigger when you start stretching the revband. The resonant frequencies pop up in the higher rpm area's too so you need more map points again.

The phenomena PhatBob describes has to do with the relative influence of the resonance peaks on the total engine throughput. They kinda get drowned out at high rpm levels, since the engine is already pumping a lot of air there. At low rpms the airflow is much smaller, so the resonant peaks are a big influence. Very hot cams produce very little airflow at these rpms, making the engine even more difficult to tune.

Anyway, linear interpolation will get you all the way to a safe map if tuned by someone capable. It wont extract 100% out of your expensive engine but will comfortably do 85-90%. Those last 10-15% is where it becomes expensive.

[woper]

thanks for good advices... I'll try to choose the best choice for my setup.
Let U know...