PAUL V

Bit rusty as I have been away from the Cosworth scene for a bit.

Given the choice of ECU

Webber L8 OR P8 what would be best ?

Looking at converting my small turbo escort to big turbo, so will require a new loom however I do have a L8 ECU already left over from a project.

Adam-M

Mark Shead

PAUL V

Thanks Adam, i have other cars with Omex / DTA on so know about them but they are quite specialist so the car was trailered to get them set up. I am trying to avoid this, there is so much stuff off the shelf that will allow me to get this engine put into the car wired up and running to the put some miles on it and iron out any issues before taking it to be mapped.

I also left out the fact that I have a Pectel T6 Ecu that I may use, but this has got that “bring it to use to sort out issue the DTA and Omex has” just searching for software to access this at the moment.

I agree with you 100% Mark, but you have to agree that there are a number of places that can work with and map L8 / P8 Ecu’s and know Cosworths quite well, which we are lucky to still have in the UK.

Unlike other Brands that have limited support to either 1 or 2 places.

While I agree it madness to put a “webber” on it compared to what is available now, but I must not lose sight of what I want from the car and this has changed in the 15 years it has been off the road with me doing these up-grades.

Back then it was I must have 500 + bhp and that is what I set about doing, things have changed and I really just want to get my car back on the road and enjoy it. I am very lucky to have a few toys that are close to 500 brake out of the factory so don’t really need to chase any numbers or start having a willy waving contest down the pub.

Adam-M

Mad_Mat

Im pretty sure Stu has outlined on here before somewhere the advantages of P8 over the older L8.
I think the only advantage the L8 might have is the older electronics are very robust and reliable.

*** Edit ***here is an extract i found from an older post from Stu:

P8 - As above but faster processor and a few more load sites.
The P8 however also has twice as much ram and the firmware is far more advanced and incorporates such things as adaptivity, closed loop boost control and advanced diagnostics capability as well as the ability to run wasted spark natively with just a chip data change. The serial output is crippled on these and requires a small hardware modification to enable data streaming.

However - The P8 has a higher failure rate which seems to specifically affect those that have previously had a Pectel board fitted.
It is also very particular about its signals and can tell the difference between a perfect signal and an "almost" perfect signal and will not tolerate the later and will put a 4000rpm rev limiter in place if it sense any signal anomalies. this is not an ECU to use with an old wiring loom.

Stu @ M Developments

iTrader: (12)

If you want to go aftermarket then I would probably call up Mark Shead and ask him if he still does a plug and play kit for the EEC cars as hes done some nice factory looking conversions on them and "May" be able to sell you the ECUa nd loom with a pre programmed cal.
I recall he used to. It would be my first choice I think.

If you want to go with Weber because you already have one then L8 will do all you need.
A lot of the features that a P8 had over L8 are now in my later L8 firmwares (Closed loop, bigger fuel table, bigger spark table etc) so a P8 has no real benefits anymore bar its internal filtering is better at keeping old crappy looms working.

PAUL V

Thanks Stu for your advice, I will reach out to Mark and ask him the question.

If going L8 I was looking at coming to you for the coil pack and closed loop control along with some sort of base map, just trying to work out the best way forward. My usual way is to throw lots of money at it and get the best of everything, but like I have said I just want to get back into my car.

bassboy

Hey Stu,
Out of curiosity, are you able to map Pectel T6 with air injectors? In your opinion, how does the T6 compare to modern day ECUs - DTA/Vipec/G-Link etc

Stu @ M Developments

iTrader: (12)

Anytime mate.

Pectel T6 was a great ECU and yes i can map it on AI no bother if thats what you want.
The ecu is pretty well featured and as good as anything of its era, but without knowing what you want it to actually do, its impossible to compare it to another product.

I mean, as an example, if its just a YB or CVH with a T3 and 803s with a 7000rpm rev limit and a 26psi boost cut, then a T6 wont really give you a single ftlb of torque over a decent L8 firmware thats been well compiled, because the engine just requires you to provide air, fuel and spark and both a Weber L8 and a T6 ECU with decent external boost controller will allow the same amount of control over the fuel and spark side of things on a non VVT or DBW engine.

What a better ECU will give you is the ability to bolt on extra sensors to better control the engine.
Wideband closed loop control is handy for part throttle stuff on the fuelling side.

We can limit revs and boost with oil temperature, cut the engine dead with no oil pressure, limit revs and load if we see fuel pressure fall, we can richen up with high EGT, we can lower boost if that enrichment strategy hasnt helped EGT's, we can run leaner UNTIL we get high EGT. Naturally, the list goes on.

If knock control is actually programmed in then its a great safety feature.
A L8 has it as standard and it works ok on a YB (Unless running Pectel software with it turned off as usual).
Its rarely programmed in on aftermarket stuff as its incredibly complex to make it work. ( Thats one place where OE is almost always better.)

Modern ECU's for me are all about the engine safety and control that we can incorporate. But all those great features are irrelevant when someone turns up here with a Ł3K ECU with just air temp, water temp, throttle sensor and map sensor connected. Although they do of course still usually gain WS, ALS, LC, Flatshift etc as adding all that to the old Weber system can be expensive.

The above scenario happens a LOT here.
The customer is always happy with the extra toys, but its always a little dissapointing for me not to be able to calibrate all the safety strategies that would have better guaranteed the engines safety.
I usually explain what they are missing and they propose to come back and get it all wired ina nd working. It rarely happens... people dont usually think about engine safety until AFTER the engine blows up. LOL

Marc sierra

iTrader: (1)

Out of interest, as I am running one of your L8 chips, do your L8 chips for the 320 and 380 bhp packages still use knock control as safety feature? And what would happen if knock is detected?

Stu @ M Developments

iTrader: (12)

Yes of course Marc.
Knock detected will lower boost and retard timing.
Thats assuming your sensor works of course.

These old systems are open circuit when innactive so the ECU cant detect a dead one.