It's just national pride -- something that we tend to see a big lack of in the US, regrettably.

I'd confirm with Wong if that chip will work with boost.

You may be set now!

you guys are missing the point. The parts to build a working ECU cost no more than $100-$150. The tuning software is out there for FREE. An assembled MS can be had for just over $400 and you download the programming for free online. How much cheaper do you need it? Besides the Chinese probably already do make all the hard parts.

The highest priced ECU on the market uses the same diodes and resistors as megasquirt and some of the higher priced units actually use slower processors. BUT, the answer to the question "can you plug in-and-drive?" is a resounding NO. Notta, Not even close, No way

And as far as a preprogrammed chip designed for someone elses car working without adjustment is a bit laughable

That's not entirely true. He can plug in my chip, swap injectors, and put in his FPR and he's done (as long as his fuel pump can support flow requirements).

Second, Todd Knighton has made tons of money along with Steve Wong making one-size-fits-all chips.

Third, there are many, many companies who make one-size-fits-all chips and piggybacks for engines running turbos and superchargers for a couple decades now.

tippy, you are correct that many companies build one-size-fits-all chips, and with that being said you get a "jack of all trades and master of none" . Not for me thanks

Sheesh -- all I want is a simple plug n'play -- bolt and drive; I'm with Tippy. I have too many other outlets for creativity and individuality. :)

:) tuning is a hobby all in itself

Yes, I can see that, and there undoubtedly is tremendous satisfaction with that.

Unfortunately, my brain is just too old to EASILY learn the skills without someone standing over my shoulder. I wish I was a master of tuning, but I have to rely on others' experience and advice.

Much appreciated.

Thanks, now all I want is a dyno for Christmas next year.

I use a DTA S80 pro, it has closed loop wide band but must be set up very precisely. You have to know about closed loop control dynamics etc as you must tune the response of the system to the specific set up and response of the wideband. Generally speaking, if you get you main map good, this feature will keep it on any specified AFR within the limits of adjustability or 'authority' you set. have it coming in right after hot start so it looks after heat soak etc. I have found it very useful at WOT to fine tune the fuel MAP. The motor is quite stable under these conditions, it's less precise under light load dynamic conditions. You must use a quality wideband though, one that responds fast and that is calibrated precisely with the ECU. I use TechEdge out of Australia, they are the business.

baloo, i understand that. But unless you plan on learning the tuning process you will be at the mercy of a "tuner". And trust me that gets expensive and tiresome.

Voitureltd - :) your wife will not be happy, tuning on a dyno is a drug much more potent than tuning itself

I have been working on a low boost 3.6 twin turbo and recently bought a Mafterburner that will allow you to "street" tune using your computer. This was allow you to alter a/f based on throttle response. It was mainly for the 944 crowd and sold by Lindsey Racing. My issue is trying to figure out the corresponding pins on the 964 DME with the 951 DME. I would say that it was very effective in my previous 951 and more importantly, you could tune yourself. While on this topic, has anyone here ever used Canems? They apparently have a plug and play EMS for the 3.2 and are working on one for the 3.6, which should be available in April; comes with harness unlike AEM and Haltec, so may wait and give it a try.

I believe Todd Knighton (Protomotive) has a MAP based DME that is a direct drop in which is similar (or is) the Canem system?

everybody seems to only be referencing A/F. What about ignition timing? I'm aware of nothing capable of doing that without the tuning process

This is an interesting discussion.
Good point on ignition.


I believe this (below) will be real some day:

Brainstorming, what if we include ignition timing in this "autotune". We could either define set limits based on assumed knock limits, or simple by including a knock sensor.
Lets say the tuning was to be done between 1500-4500 rpm in 3rd gear at WOT.
That way we would see the boost- onset and limit a long with the full timing spectrum.
We take this and analyze it along with data from a G sensor. The tuning could then be a couple of runs for comparison. The ecu will then adjust timing within (knock) limits to obtain the highest G-loading.

Sounds like fun to me.

That's what a tuners chip has already done for our engines (C3.2).

The chip I have from Protomotive has a WOT/boost ignition map on it.

You go to WOT, the WOT switch is activated, and the timing is retarded for boost.

This is for a Carrera 3.2 engine, not a CIS 930.

My point is, the OP DOES NOT want to go through the headache of tuning.

He doesn't have to with a Protomotive chip and RRFPR.

The closest out there is Autronic's "Autotune" ( not to be confused with Kanye West music).

You set the basic parameters and map the AFR table, and it does the bulk of the tuning work. I have never used it myself so can't comment on it with any authority, but what I have read indicates that it still needs to be tweaked by someone competent.

I thought one of the hotrod companies had a very simple to tune or autotuning EFI system that is more or less marketed as an "electronic carb". I dont know what sensors it uses for closing the loop however. I am now curious and will look into this a bit.

Last edited by SteamWolf; Today at 02:46 PM.. Reason: Zombies

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There are a number of systems with auto tune. With a properly set up A/F table the fuel can be automatically adjusted real time. But that is the easy side of tuning, timing is the hard part as each engine in its environment needs a particular set of timing numbers for safe power.