Our Porsche 924 engine management package is based around the hugely popular ME221 fully mappable standalone ECU from Motorsport Electronics. This is an ideal upgrade for anyone looking to replace their old and likely troublesome MFI system with a modern feature rich ECU. Additionally this kit will allow aftermarket induction such as our individual throttle body kit for the NA 924 as well as forced induction as found in the Porsche 931. 

The ME221 Wire-In ECU is a feature rich and future proof four cylinder injection engine management system. Built from the ground up using the latest control strategies means a modern, powerful, VE based ECU, with enhanced feature set including closed loop boost, in-built Wideband Lambda Control, DSP Knock Control, on-board data Logging and VVT control – all in a compact form factor. Massive IO means the ME221 can handle anything thrown at it, and custom tables means any specific algorithms required can be easily derived.

Tuning Software (MEITE)

• Intuitive, developed with real-world feedback from 100’s of tuners
• Everything real-time adjustable
• Diagnostics and analysis functionality
• Custom layouts, tabs and functions
• In-built firmware update tool for ease-of-use
• Custom “part calibration” import – use settings from other maps in a current map
• Offline Editing of calibrations
• Real-time tracing
• Data-logging of all variables and Auto-Tune

Fuelling Control

• Configurable Load/RPM BINS 16×16, 32 bit floating point Tables
• Multiple Fuel Tables
• Injection Angle
• Priming Pulse Settings and Crank Pulse Settings
• Cranking Enrichment
• After-Start Enrichment and ASE Time Decay
• Warm-Up Enrichment
• Acceleration Enrichement TPS/MAP based with Coolant Modifier
• IAT Correction Table
• Idle Trims
• 16×16 AFR Target Table factored into VE Equation
• Speed-Density/Alpha-N with optional Blending
• Injector Voltage Offset Table
• Overrun Fuel Cut
• Closed Loop Narrow-band/Wide-band Lambda control with Bosch LSU4.9 Controller On-Board
• Flex-Fuel secondary tables

Ignition Control

• 16×16 32bit Table
• Closed Loop DSP Windowed Knock Control On-board
• Battery Voltage Dwell Correction 16×16 Table
• Individual Cylinder Trimming
• IAT and Coolant Trim
• Spark-Scatter Ignition Idle Control
• Flex-Fuel Control
• Switchable Ignition Tables

Crank/Cam Triggering

• VR/Hall/Opto Inputs as required
• Auto-scaling, Parametric Noise Rejection
• Range of OEM Patterns Supported

Idle Control

• PWM based Closed/Open/Manual Diagnostic Modes
• 4-wire Stepper based idle control
• Cranking/Return to idle Settings reference Open-Loop table for wide-control
• DBW Idle Control *where DBW is used
• AC/Fan Auto-Idle Up Settings
• PID Based for Accuracy
• Fuel Modifiers
• Ignition Spark Scatter
• Jacked-Throttle Miss-Bang Idle Mode (Group-N ALS)

Knock Control

• DSP Angular Windowed Knock Control
• Settable Gains, Offset and Window Duration
• Step Retard and Fail-Safe

Boost Control

• Closed/Open Loop Boost Control by 16×16 RPM and Throttle table
• Boost-by-Gear
• Switchable Boost Tables
• Over-Boost Protection
• Pre-Start Duties
• Anti-Lag Group-N

Variable Valve Timing

• Fully Closed Loop PWM (Throttle X RPM table)
• Dual Cam Support
• Locked Angle or Locked Duty testing modes
• Basic On/Off Mode (Honda V-Tec)
• Supported patterns include MX5 2001-2005 and Ford ST170, Ford Puma 1.7
• PID Tuning with Oil Temperature triggering & safeties
• Programmable Rest State & Offset compensation

General Purpose Tables

• 6x General Purpose Tables
• Custom Variables and Outputs
• Modify Fuel, Ignition, Boost and Idle strategies from the GPTs
• 3D and 2D tables with ability to “chain” tables together for create complex functions

Communications

• Industry Preferred RS232 for ECU mapping/communication (USB Adaptor available)
• CAN-Bus on some models
• USB on some models

Processing Power

• 120Mhz 32-bit RISC Processor
• Ignition Accuracy to 0.01 degrees, Fuelling to 0.001mS
• 32-bit maths and tables (Table entries can have 8 decimal places for very high resolution)
• ADCs/Analogue data reported to 16-bit accuracy
• 20,000+ RPM

Analogue/Digital Inputs

• Configurable “HRT”‘s for every analogue channel – use any sensor. Basemaps pre-set for factory sensors.
• Wide-band O2 LSU4.9 Controller Built In
• TPS, IAT, CLT, MAP, Lambda standard inputs
• Selectable feature for digital/analogue inputs
• Spare/unused analogue lines can be used for general purpose tables or digital switches

Environmental & Physical

• Automotive -20 – 85*C
• Voltage 5.5-28V
• Operating Current Approx 120mA @ 13v
• Electrically isolated and protected inputs/outputs
• 90 Way Automotive Connector
• IP67 Sealed Alloy Casing

DataLogging

• 4Gb On-board Data logging – over 2,000 Hours of all variables
• Unlimited PC based logging via MEITE
• User settable Triggers and markers

Included in the kit:

1 x ME221 ECU

1 x ME221 Fully Terminated Plug and Play Wiring Loom

1 x Air Temperature Sensor

1 x Coolant Temperature Sensor (fits in place of the standard 924 temperature sender)

1 x Wasted Spark Coilpack

1 x Ignition Lead Set

Options:

Universal Boost Controller Kit. For turbo applications only this kit will allow the ECU to fully control the boost level in either open loop or closed loop form. This is a highly recommended addition to ensure the boost level can be optimised for both engine safety and performance at all RPM points, often improving spool and overall power delivery. 

36-1 Crank Position Sensor Kit. A complete bolt on kit providing a crank position sensor, reading a 36-1 trigger wheel mounted on the front of the engine. Please see here for full details. 

MAP Sensor. Forced induction engines will require a MAP sensor. Standard NA engines would also benefit as the engine can be mapped with MAP based load. ITB conversions do not require a MAP sensor as these will be mapped alpha-n based (TPS as load).

Variable TPS. The majority of standard 924 throttle position sensors are a switched on/off signal only. A modern ECU requires a variable signal for full functionality. If a map sensor is being used for the primary load then this variable TPS is not required for basic running. However for some of the more advanced features it is recommended that a TPS is used alongside the MAP sensor.

Lambda Sensor. The Gen2 ME221 now comes with onboard wideband control, therefore by adding this sensor you can run closed loop fuel control and thus benefit from better economy, emissions and an all round smoother driving experience as the ECU continually fine tunes the fuel map.

This item is made to order and thus on a 10 working day lead time to dispatch.