Trigger wheels for Aftermarket ECU/EMS

Karlp wrote: The £450 was about 6 - 8 hours mapping. This was quoted beforehand and he also welded in a Lambda probe bung and redid my TPS bracket. (all that was free!!). It is possible to use the old injectors but (like Emerald) requires a resistor to be placed in the earth line (so I just got new injectors as I wanted reliability). karl

Where did you have yours done?

215DMX wrote: books...

sounds good.  I'll give you a bell later.

The £450 was about 6 - 8 hours mapping.

This was quoted beforehand and he also welded in a Lambda probe bung and redid my TPS bracket. (all that was free!!).

It is possible to use the old injectors but (like Emerald) requires a resistor to be placed in the earth line (so I just got new injectors as I wanted reliability).

karl

Edited by Karlp

MAXX is MAXX, but John is working very close with Martin (who is MAXX ) covering the english speaking market. But Martin speaks quite good english as well.

Karlp wrote: IF I was doing all this for a road car I would probably go the MAXX route - because. 1. If anything goes wrong then easy to convert back at the road side. 2. Can easily take off if selling the car. 3. Lots of info and help off other BMW owners.   My car is a track/race car and DTA and other parties are not very helpful unless spending £££.  The DTA forum is cr*p so I had no help from them.   Karl

Can only second that !
I was thinking for a long time about DTA, LENZ, EMERALD etc etc.
But driving the car on the road and all over Europe, I didn't fancy to rely on samll batch production parts only available from the manufacturer.
The MAXX kit proved it's reliability many times and the support is second to none.
And if you're really paranoid, just keep the AFM and the throttle switch in the boot. (requires some slight modifications of how you wire the MAXX in to make the swap quicker. Even the throttle poti can be used).
Getting a full standalone engine management system up and running requires a little bit more than average DIY skills IMHO. And if you haven't got the right support (mates or tuners) you can get lost quite quickly.

I am more than happy with the MAXX AN. It hasn't let me down for once and the car starts every time. Even with an almost flat battery.

BTW MAXX is now running each of his ECU in the car for two weeks before he ships them to customers. How's that for quality control

Edited by UweM3

IF I was doing all this for a road car I would probably go the MAXX route - because.

1. If anything goes wrong then easy to convert back at the road side.

2. Can easily take off if selling the car.

3. Lots of info and help off other BMW owners.

 

My car is a track/race car and DTA and other parties are not very helpful unless spending £££.  The DTA forum is cr*p so I had no help from them.

 

Karl

Regarding costs -for a DTA system this is what I spent.

DTA  599

Loom 299

Ignition coil (to go distributorless )  £10 from ebay  50 normally

Trigger wheel  40  (in hindsight too expensive)

Injectors 250  (depends on impedence needed by ECU)

Sensors  60  (need crank trigger and air temp)

TPS - cannot remember but about 30

Mapping  450

all + VAT where applicable.

Karl

I think it probably stems from it being the recommended thing to do for so many other engines.  Whenever looking at properly tuning engines, I've always been led to belive that dizzys (and the timing scatter they introduce) were best avoided.

It's not a goal I'd specifically chase on it's own, but if I was spending money on some sort of management, it's something i'd certainly try to include...

John, you can use all sorts of trigger wheels/ sensors off other vehicles,
what comes off a Granada is a well used option.

You can buy a crank pully pre-drilled and with a trigger wheel off
Powerstation as well as the sensor bracket, I doubt that would be too
much. The wheel is an off the shelf item. You could then use this to plug
into any system. Easy tried and tested.

It all depends how much 'effort' you want to put into building a loom to
go with it. Personally as you know, unless you are going for outright race
spec engine/ track day car with seqential injection, COP etc,   I believe the
MaXX kit is better as it uses all the std parameters, sensors etc. It isn't
too much trouble to get a decent ignition map sorted and burned onto
the chip. All of which makes better sence on a road car.

As Uwe can testfy with the MaXX you can carry just a few parts in the boot
to convert back to standard on the side of the road in very little time if
something goes wrong. Things like that make sence to me on a road car.

Going to COP, is quite involved. Only VAC in the states (as far as I know)
produces any off the shelf parts to use a ref/ sync sensor (E34 M5 style)
Obviously you can use a ignition expander sytem with seperate coils, but
you still need a sync sensor. Otherwise you will need to have parts CNC
machined to fit your needs.

Again though, I don't think you will see any noticable benefit in
performance for the trouble and outlay. Same goes for sequntaial.

Better off spending the money on decent head work, cams, pistons........!

Why not get you head ported while the engine is out, keep the std cams
for now and go for a Maxx. Toby did this and he's got 240hp....

Unless you want to make me an offer for mine......lots of whisles and bells
to play with    ;-)


Edited by 215DMX

UweM3 wrote: Loosing the dizzy is probably one of biggest benefits of an aftermarket ECU. But I am not sure if it's worth the effort for sequential injection. We're talking of improvements behind the comma IMHO. But if you're like to fiddle around with things it's worth it

IF your doint the work to put the cam trigger in, you might as well double up the injector wiring and go the whole hog.

Already got a spare loom to look in to it

Steve