omex ecu
omex ecu
15-01-2010, 12:00 PM
#2
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Give Corten-Miller Performance a bell on 01754 820 341 and ask to speak to Ben. They are an Omex mapping/supplier specialist. They have done a few cossies and swear by Omex, I have talked in great lengths with Ben about Omex but ended up getting V4 for my car simply because it did the same for 1/5 the price. The Omex is more geared for higher spec'd cars than mine so I just couldnt justify it. They have done a few cosworths so they would be able to tell you how the Cossies responded to the management.
Hope this helps
Raj
Hope this helps
Raj
15-01-2010, 04:28 PM
#3
20K+ Super Poster.
If the ecu is capable of running your engine, then no one will give you any advantage over any other all being equal, the ecu doesn't know what it is attached to, could be a lawnmower for all the ecu cares.
There are much cheaper than Omex that will do the same job as omex on a cossie.
tabetha
There are much cheaper than Omex that will do the same job as omex on a cossie.
tabetha
16-01-2010, 10:38 AM
#6
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Look on PPC website and you can see a Emerald K3 running a 27 litre rolls royce merlin engine, at the other end of the scale dave's bike(norton twin) will be using a emerald on it.
tabetha
tabetha
05-02-2010, 12:31 PM
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13-02-2010, 08:21 PM
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More on the PPC rover 27lt
http://www.omextechnology.co.uk/Ecus/ex ... amples.htm
Rolls-Royce Meteor 27litre V12
Originally found in British WWII tanks, and in the supercharged guise, in Spitfire aircraft as the well known 'Merlin', this particular Meteor has been squeezed into a 1980's Rover SD1 road car.
This remarkable project was started many years ago, but only recently came into the hands of Omex. Previous attempts at running the engine were not working as hoped so the owner Charlie rang Omex to see what we could offer.
Although the request from Charlie sounded simple; "make the engine run reliably enough to go to the Nurburgring", this is a suprisingly complicated engine and was never designed for this use, so making it driveable was the main challenge for Omex.
The engine already had many parts fitted from an earlier attempted EFI installation; a 36-1 crank trigger wheel, coolant and air temperature sensors, a throttle position sensor, and fuel injectors. The sensor were all kept and used with the Omex ECU, but the fuel injectors were replaced by 12 newer injectors with much better fuel spray patterns. A cam sensor was fitted to allow sequential control of these injectors with the aim being better running at the very low engine speeds. As this engine produces more torque at idle than the car's original engine did flat-out, and the gearing is for 200mph, the engine will nearly always be driven at very low speeds so the running in that condition is the most important feature.
The standard ignition on this engine is from 2 single coils, through two distributors, to two sparks plugs on each cylinder with a fixed timing offset between them, run by magnetos. The ECU runs the same two single coils, but now with full ignition timing control, and also with a map for the timing difference to the second spark plug.
The engine was run on the rolling road just days before the car was set to go to the Nurburgring for a magazine feature, and so mapping was very conservative, but the engine easily showed more torque than anything else on the Omex rolling road so far at over 1000lbft! The car drove to the Nurburgring, round it, and back again faultlessly, with Charlie also reporting nearly half the fuel consumption that it had on the old system.
Charlie's project does not end here though... At the moment, the engine is held back by the transmission not allowing us to rev over 2000rpm, but Charlie is onto that problem with a transmission coming that will allow nearly double those revs. Combined with new exhaust and possibly even new inlet designs for next year, the next target, to hit 200mph, looks to be not far away.
http://www.omextechnology.co.uk/Ecus/ex ... amples.htm
Rolls-Royce Meteor 27litre V12
Originally found in British WWII tanks, and in the supercharged guise, in Spitfire aircraft as the well known 'Merlin', this particular Meteor has been squeezed into a 1980's Rover SD1 road car.
This remarkable project was started many years ago, but only recently came into the hands of Omex. Previous attempts at running the engine were not working as hoped so the owner Charlie rang Omex to see what we could offer.
Although the request from Charlie sounded simple; "make the engine run reliably enough to go to the Nurburgring", this is a suprisingly complicated engine and was never designed for this use, so making it driveable was the main challenge for Omex.
The engine already had many parts fitted from an earlier attempted EFI installation; a 36-1 crank trigger wheel, coolant and air temperature sensors, a throttle position sensor, and fuel injectors. The sensor were all kept and used with the Omex ECU, but the fuel injectors were replaced by 12 newer injectors with much better fuel spray patterns. A cam sensor was fitted to allow sequential control of these injectors with the aim being better running at the very low engine speeds. As this engine produces more torque at idle than the car's original engine did flat-out, and the gearing is for 200mph, the engine will nearly always be driven at very low speeds so the running in that condition is the most important feature.
The standard ignition on this engine is from 2 single coils, through two distributors, to two sparks plugs on each cylinder with a fixed timing offset between them, run by magnetos. The ECU runs the same two single coils, but now with full ignition timing control, and also with a map for the timing difference to the second spark plug.
The engine was run on the rolling road just days before the car was set to go to the Nurburgring for a magazine feature, and so mapping was very conservative, but the engine easily showed more torque than anything else on the Omex rolling road so far at over 1000lbft! The car drove to the Nurburgring, round it, and back again faultlessly, with Charlie also reporting nearly half the fuel consumption that it had on the old system.
Charlie's project does not end here though... At the moment, the engine is held back by the transmission not allowing us to rev over 2000rpm, but Charlie is onto that problem with a transmission coming that will allow nearly double those revs. Combined with new exhaust and possibly even new inlet designs for next year, the next target, to hit 200mph, looks to be not far away.
13-02-2010, 08:32 PM
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Its mad isnt it, did you ever see the other chap who fitted one and got taken to court by Rolls Royce? Top guy, after the judge said that he had a cavalier attitude to the whole affair he turned up to court the next day on a horse.
:lol
:lol
13-02-2010, 08:52 PM
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14-02-2010, 01:45 PM
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So the cause of the issues were charlies use of the injectors he used as opposed to some that could do the job better, surprised he didn't dabble himself with swapping, but the price of it with how many he had would be high.
It was never mapped fully at emerald, it was just a "get it running map".
tabetha
It was never mapped fully at emerald, it was just a "get it running map".
tabetha
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