The TEC GT kit for the Stock 968 Owner
Perhaps you are starting to experience these costly issues with your 968; a broken or damaged injector wiring harness, a MAF sensor that need rebuilding or replacing, or an ECU that needs replacing.
These items are expensive, and they aren't getting any younger nor easy to find good used ones, either. Additionally, even when all these pieces of the original ignition and fuel systems are in tip-top shape, they still represent the state of technology available the year your car was built. In contrast, after you have installed our kit your engine management will be in 2012 operating trim, with the latest and most reliable systems available now.
Our kit will replace the stock Motronic computers with a new, faster and more powerful computer, yet we are able to use many of the stock sensors so it will be very plug-and-play. For example, our kit uses the stock 60-minus-2 timing ring and the stock inductive pickup, the stock knock sensors and the stock throttle position sensor, vastly simplifying the install.
The TEC GT kit for the Tuner/Performance Enthusiast
For those performance enthusiasts that keep pushing the 968 into higher HP and greater performance, our complete kit will exceed the output of any piggy-back electronics or EPROM burner.
And think about it - for a little more than the price of an EPROM burner, you get rid of all that old crumbling wiring, old coils, and limited capabilities and replace all of it with modern 2012 equipment.
The 928MS TEC GT system will support Superchargers, Turbochargers, modified intakes and large lumpy cams. One limitation owners of boosted cars report is the point where the MAF sensor can no longer measure air flow. Its simply maxed-out, and cannot "see" the additional air being delivered, and so cannot supply the matching fuel. Now the MAF will be gone (along with its restrictions) and you can tune the high-boost application correctly.
Some other features:
Direct-fire distributerless ignition, with significantly higher firing voltages and spark duration. The DFU's are completely weather-proof and their firing is controlled far more precisely than distributor-equipped systems.
The fuel map has 256-point high resolution interpolation between data points, and adjustments up to 0.001 millisecond. Much greater resolutions than the old stock Motronic system.
Spark timing is precisely controlled under all conditions, including rapid engine acceleration (system counts 3,060 points in one revolution of crankshaft), Much higher resolution than the stock Motronic system.
Long, 1000+ microsecond spark duration - 60+° duration at 10,000 RPM! (CD based ignitions only have 3° of spark duration at 6,000 RPM)
Ignition timing is now load-dependant instead of rpm-dependant, making it much more flexible and safer for the engine. Your expensive engine will last longer because of less stress on internal engine components due to the TEC GT super-accurate ignition event timing.
For the boosted 968 - instead of the current system that has no Manifold Air Pressure inputs and a static fuel map; you will now have a dynamic fuel map that responds to boost and adjusts both the ignition timing and fuel injector phasing accordingly.
Comes with 4 user-definable outputs that the Tuner can use to control electric radiator or intercooler fans, waste gates, and other devices. RPM and MAP-activated set points allow you to control any other RPM activated item like shutting off the AC compressor automatically at a specific RPM or MAP value, or switching on an auxiliary fuel pump at a set RPM or MAP value.
Also has 4 user-definable inputs that the Tuner can use to process or log data from wheel speed sensors, add an ignition-advance trim, add an all-electronic instrument cluster, a NOS-retard, and other uses. Will support both high and low-impedance injectors, with their faster switching and better idle capabilities on cars with aggressive cams.
The capacity for 2-injectors per cylinder where needed, and smooth injector switching through the RPM range. It also provides staged injector settings, sequential injector settings (with a camshaft position sensor), and phased-sequential firing.
The system has automatic battery voltage compensation so that low battery voltages do not modify injector phasing.
The system has a deceleration fuel cut-off to stop backfiring during a rapid decel.
The system also provides a "Valet Mode" if you want to restrict the engine output for your kid or wife, shop mechanic or parking garage Valet.
You can choose from 3 rev-limiters, or a sequentially more severe "soft limiter".
The knock sensor threshold can be adjusted, and what happens when a knock is found can be controlled and configured.
Full data logging capability built in.
No moving parts to wear out or replace Closed-loop, open-loop, and Auto-tune functions (of course).