I am really interested. I love this stuff, the building of the kit, making it look damn good, pro, top notch. I can appreciate that. You probably dont need any help with stuff but if you do, i would like to help, if anything, just to learn more. I've installed and played with a Haltech, and the installation isnt very plug and play (not that there is anything wrong with that, i am a firm beliver in a little elbow grease and DIY), but the harness was wired crap...like it wasnt even for a protege, and some extra features, like WBO2 input wires aren't included, which is gay. I think i am rambling on now.
Microtech EMS
- Thread starter TurfBurn
- Start date
The microtech has a nice full harness. But there are a number of wires that aren't needed and so forth. i plan to go through and identify every single wire, location to cut, how to splice it in, for both the engine bay and at the ECU if you preferred etc. It'll be EASY to install that way and people shouldn't have any problems and that will also make my life easier 
LOL.
LOL.Does this COME with a MAP sensor?
Can it control injectors individuially (ie, sequential fire vs batch)?
If it can do sequential, how many injectors can it do at a time?
Can it use a WBO2 as an input and auto tune itself for a target A:F ratio?
can I tune with 3 or more variables at a time like I do with my MPI? For example, I now tune with RPM (y axis), Throttle POS (x axis), and multiply cell x,y by a z axis (my MAP sensor)?
Can it control injectors individuially (ie, sequential fire vs batch)?
If it can do sequential, how many injectors can it do at a time?
Can it use a WBO2 as an input and auto tune itself for a target A:F ratio?
can I tune with 3 or more variables at a time like I do with my MPI? For example, I now tune with RPM (y axis), Throttle POS (x axis), and multiply cell x,y by a z axis (my MAP sensor)?
7
70
It'll get popular soon enough...
The CEL is there to tell you that you have a problem with your motor or emissions etc. With the Microtech in the car the stock ECU does NOTHING with the motor. So as far as it is concerned the motor is all sorts of screwed up because it'll see some of it's sensor, but will get no reading off others and it will be all sorts of pissed off and throw a CEL. But obviously that doesn't matter because the CEL provides no valid information with the engine being run by a different ECU. So yep the CEL is on, and a 20 minute process to pull that light from the dash solves that issue!Saban said:
What do you do for OBD-II testing? If the light does not come on whe the key is first truned on you fail. Even if you trick the light to come on when the key is turned on. you still have to pass the scan test. You can not pass the scan test with codes. If people can get around the this test in there state it will be cool, in not you got a very big problem. Things to think about when making more power.TurfBurn said:
We will work on that over time. But initially that isn't a major concern. It's a standalone and getting it through emissions is more than a little bit of a trick. At initial release I'm not too worried about it. I don't want to hang the product up in development when it will be perfectly fine for a lot of users like myself who don't have to deal with emissions or anything. But over time it will be something we will work at. But in the meantime the MPI or the AEM (is it emissions compliant???) will be the other option for those that have emissions testing.
Otherwise we can provide additional harnessing components to make it so 20 minutes of their time and they can "pull" the microtech from the system and thus pass emissions... just not boost
.
Otherwise we can provide additional harnessing components to make it so 20 minutes of their time and they can "pull" the microtech from the system and thus pass emissions... just not boost
.
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Yes we do pass the OBD-II tesing if tuned right.TurfBurn said:We will work on that over time. But initially that isn't a major concern. It's a standalone and getting it through emissions is more than a little bit of a trick. At initial release I'm not too worried about it. I don't want to hang the product up in development when it will be perfectly fine for a lot of users like myself who don't have to deal with emissions or anything. But over time it will be something we will work at. But in the meantime the MPI or the AEM (is it emissions compliant???) will be the other option for those that have emissions testing.
Otherwise we can provide additional harnessing components to make it so 20 minutes of their time and they can "pull" the microtech from the system and thus pass emissions... just not boost
Yes if you make a switch over harness that may work. They would also need to replace the injectors if they are not stock and they will need to drive the car for about 200 miles in order to get the full drive cycle stored in the stock ECU.
didn't see that post Dana. Don't know how or why... but anyway here are your answers:
The unit comes with a MAP sensor that reads up to 25 psi. An upgrade option will let you read up to 40 psi.
It can control injectors in sequential, grouping, and batch modes. it can run high and low impedance injectors and multiple injectors per injector signal (so you can run a stock injector and an injector in the runners on the same signal. So you have the spray pattern for idle, and the fuel for high boost all in the same shot )
The LT8 can do 4 injector signals. So 4-16 injectors, but only 4 unique signals/firing times.
It can take a wideband signal as an option for data logging, but can not auto tune. I have my opinions on the value of auto tune anyway... but I'll let that be. It has onboard data logging as well as data logging to your laptop. It also generates it's own error codes and ID's any malfunctioning sensors.
You actually tune with far more variables than 3. Your major ones are rpm, MAP OR TPS (two different tuning modes), water temp, and air temp. Then you also have water and air timing corrections, after start and crank enrichments, rpm based timing, MAP based timing, soft rev cut, hard rev cut, acceleration pump1, acceleration pump 2, WOT adjustment, cruise adjustment, fuel termination for deceleration, timing adjustments for injection levels, timing water adjustment, timing air adjustment, Ausillary output, auxillary fan output, auxillary air based output, PWM stepper motor control, enrichment input, timing input, air addition input, overall master trim adjustment, TPS calibration adjustment, timing trim, timing max protection, overboost ignition cut settings, and a few others.
But all setup so that you can tun your own car in under a day with it being your first time. Just need a wideband. It's EXTREMELY easy and very intuitive to make ALL of those adjustments work out just right for you in more or less one shot.
The unit comes with a MAP sensor that reads up to 25 psi. An upgrade option will let you read up to 40 psi.
It can control injectors in sequential, grouping, and batch modes. it can run high and low impedance injectors and multiple injectors per injector signal (so you can run a stock injector and an injector in the runners on the same signal. So you have the spray pattern for idle, and the fuel for high boost all in the same shot
)The LT8 can do 4 injector signals. So 4-16 injectors, but only 4 unique signals/firing times.
It can take a wideband signal as an option for data logging, but can not auto tune. I have my opinions on the value of auto tune anyway... but I'll let that be
. It has onboard data logging as well as data logging to your laptop. It also generates it's own error codes and ID's any malfunctioning sensors. You actually tune with far more variables than 3. Your major ones are rpm, MAP OR TPS (two different tuning modes), water temp, and air temp. Then you also have water and air timing corrections, after start and crank enrichments, rpm based timing, MAP based timing, soft rev cut, hard rev cut, acceleration pump1, acceleration pump 2, WOT adjustment, cruise adjustment, fuel termination for deceleration, timing adjustments for injection levels, timing water adjustment, timing air adjustment, Ausillary output, auxillary fan output, auxillary air based output, PWM stepper motor control, enrichment input, timing input, air addition input, overall master trim adjustment, TPS calibration adjustment, timing trim, timing max protection, overboost ignition cut settings, and a few others.
But all setup so that you can tun your own car in under a day with it being your first time. Just need a wideband. It's EXTREMELY easy and very intuitive to make ALL of those adjustments work out just right for you in more or less one shot.
Bumping for interest and info. But also wanted to post for you guys that I have done more checking and work and the Microtech system will use all the stock sensors, and can be set up for positive or negative triggering on the ignition. So it can drive our stock coils without issue, but can also drive any other coil configuration you may choose to put on later!
Thanks,
Steve
Thanks,
Steve
It can be set up to a user defined number of points if desired. So you can have as much as you want in theory on certain maps. But the default system as it comes, and as I'll sell as the "normal" is a 16x16 fuel map, but can be a 32x32 upgraded. ALSO, it mathematically fits a curve to those points and thus is able to increase its effective resolution. It won't "step" and cause jumps etc. Works very well in my experience.
Thanks!TurfBurn said:
The one other EMS I am intimately familiar with (not like that, ahem) also plots a curve instead of hopping. Just wanted to see how this one handled it. That was my real concern. And 32x32 is fine, fine.
As an anal retentive tuner, I would like to know if it's possible to do a 64x64 map?
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