Well it all depends on goals with the car.. For most applications its not needed.. However if you want Anti Lag Launch Control, Nitrous control, Staged 12 injectors, No Lift Shift w/o Egas Interference, etc its needed.. Much of the reason the Cup Cars run Motec..

Mike

 

Thanks Mike! Can you still enable knock sensors with Motec or other standalones?

 

Standalone is the only way to go in my opinion... Just takes a little work to get it all done

 

I make 900 on the rear wheels now. The motronic is fighting with me every step of the way. The fuel maps do not control large injectors well enough and driving part throttle is not smooth. Plus the whole MAF system is robbing free hp too. I can go on and on. I do plan on piggy backing to the factory to get passed the NY state inspection.

 

Yes and more.

 

Having done this and looking back, If I were to do it again I would go full stand-alone vs piggy back standalone (with custom harness / dash / etc). This way you're making the most out of the unit and available with appropriate sensors to monitor on all the available channels.

As far as which unit to go with, Motec is really the only option when it comes to reliability and an open end software that can do nearly anything and everything. There is a reason the ALMS and Grand Am teams are still using Motec for Data even after being required to run Bosch ECU's.

 

Tim, sending you an email...

 

Believe the change happened a year or so ago and most hit the secondary market already. I know a few resellers who scooped up all they could for resale at the time.

 

Heard HKS units work very well as well. I know of a black Porsche that has ABS/PSM and NO CEL's with one powering it. There is also a silver one that the new owner doesn't post on the forums that is running one as well. Same guy is behind it and has been doing it over 2 years. Watching him install the black cars one and tuning it is not an easy feat considering his tuning background is far ahead of most.

Unless you are going for HUGE power (1200-1300rwhp) you should be able to get away on the stock DME. I was running 1000cc injectors on the stock DME and I think Tony could tune for the 160lb injectors that I am running now. Plus with the high imp. injectors available now you don't need to worry about running a standalone so you can run a big lb/hr injector that is low imp.

 

We do not have any issues with the blow thru... 1000 rwhp + no problem.... I can see a problem on a stock maf... we actually did a no maf and compared it to the blow thru... such little gains that it was not even worth it... using the blow thru changes the tables sucg that you can actually dial in yout timing and afrs becasue the engine load actually is within range unlike the stock maf maps...
just a thought...

 

Not to sound brash but Who is making 1200-1300 rwhp on a stock 996 DME here? Drag times and car weights to prove dyno numbers.

 

Tim , robs car is making close to that on stock dme i believe .

and joetwint, i think also has the stock unit aswell

 

Thank you for your input.

 

Fmu's to trick small injector is why rods bend and head gaskets get knocked out.

It is easy math. 1200bhp (crank) with 6 cylinders with a brake specific consumption 0.65 with a max duty cycle of 80% with a base fuel psi of 43.5 you will need 6 injectors 163.44 lbs. (1718cc)

you need to burn that much fuel in order to make the btu's to make that hp. Period.

lets go over fuel psi, set your regulator 43.5 and use a 1-1 regulator add 30 psi of boost 43.5x30=73.5 but now you have 30 psi of boost pushing against your 73.5 fuel psi so 30-73.5=43.5 The 1-1 boost reference does not change the size of your injector.

 

I agree that people rely on other things that aren't the smartest idea to make big power which is why I have 160lb injectors for my new setup. As far as everything else though when it comes to tuning with my setup I let Justin do, he's both a friend and my tuner. His records (in MULTIPLE different car manufactures) over the last 15-20 years lead me to believe I think he knows what he's doing.