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 standard Bosch Motronic ECU, Airflow meter, troublesome DME relay and ageing wiring loom. Additionally this kit will allow aftermarket induction such as our individual throttle body kits to be run as well as turbo and supercharger conversions.

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



Package Contents:


ME221 ECU

ME221 Fully Terminated Plug and Play Porsche 944 Wiring Loom

Genuine FDTI/Serial adapter cable

Air Temperature Sensor

Coolant Temperature Sensor (fits in place of the standard 944 temperature sender)

Wasted Spark Coilpack



Options:


36-1 Crank Position Sensor Kit. A complete bolt on kit to re-purpose the standard Porsche sensor at the front of the engine reading a 36-1 trigger wheel. Please see here for full details. (This will be required unless it has been purchased from us previously)


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).


Bespoke HT Leads

Custom HT leads will be required to fit the coil included in the package.


Variable TPS. The majority of standard 944 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. This TPS kit must also be used when running individual throttle bodies.


This system has been design to be plug and play on all of the 924S and 944 8v range as far as is reasonably practical. However if running with the standard inlet manifold and throttle body the TPS will either need to be converted to a variable TPS (as the standard sensor is only an on/off switched TPS) or alternatively a MAP sensor used for load (we can supply a 3 bar map sensor - see options). In forced induction applications a MAP sensor will be required regardless.


The standard 8v crank sensor and trigger pattern is unfortunately not supported and therefore a 36-1 trigger wheel and sensor will need to be installed on the front of the engine/pulley (see options). 


The standard fuel injectors will need to be replaced with modern high impedance items (loom is supplied with standard Bosch 2 pin mini timer type plugs). We can supply genuine Bosch injectors in varying sizes from 300cc to 840cc as required. Some basic wiring will be required to allow the ECU to run the fuel pump - all based around the DME relay connections in the relay box (we can advise on this). 


The complete installation and tuning manuals can be viewed or downloaded here.



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Porsche 924 2.0 8V EA831 (inc Turbo) ME221 Engine Management Package

  • £1,100.00

  • Ex Tax:£1,100.00

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Tags: porsche, 924, 924s, 2.0, ecu, Turbo, engine management,