Getting a standalone ECU working on C2??

Hi all Yes I know the risks of installing a supercharger, and yes i know buying a turbo maybe a better idea, there is a chance that I will pickup a 997 turbo afterwards. Please keep this post on topic I already know these topics extensively. i have a 2000 C2 and an EVONS (VF) supercharger that i am planning on installing, a tune is an option but i am considering doing a standalone to have more features / options and maybe more reliability. Right now I am considering 2 options 1) doing an VEMS system with Raceboy on here, discussing that with him 2) doing another standalone, likely AEM, they have a ECU for the 996/997 turbo that could be an option, I already sent them a message and waiting for a reply but my guess is that the settings they have programmed for the turbo can be changed to adapt to the NA car. So then the question is what are the differences? the C2 vs Turbo pinout is slightly different but ok that shouldnt be a big dea, if i buy the AEM PNP adapter cable it will require some modifications, I am not concerned by that the turbo uses a different instrument panel from what i read but i cannot find what the differences are, does anyone have any specific info on that? I am guessing again its some wiring what about sensors? i am sure the turbo has some extra sensors that are not needed on the C2, i assume that it uses a MAP sensor, but ok even on that i can adapt that for the supercharger. Are there other sensors to worry about? I have a cab, if i go standalone is there going to be issues there? it has a separate controller i think but not sure how that works, i think its independent of the ECU. There is no listing on AEM's site about the ECU not working with a cab so i dont think this is an issue what else to worry about? other than trying to configure the AEM which i will hire a professional for obviously With the new ECU i will implement meth injection for sure, doing a standalone will give me more options for tuners locally, knock sensing? from what i understand its already pretty good on our cars so i am not sure if that is going to be much help, I think i can implement traction control which i currently dont have, E85 / racefuel maps, map switching via a button etc. I think i can get a decent deal on the AEM ECU as well which helps. If i recall the AEM can also do autotune via a wideband.

You are not gonna get any help from this forum. I don't think anyone here has done the kind of mods you are thinking of. You would be best served by getting advice from the maker of the VF supercharger kit. I'm sure they have answers to all your questions and can guide you and give support.No one here that I know of is doing the kind of mods you want to do, kudo's on you for doing it!! I had much rather see failures happen trying to improve power, then the failures we see for no reason. There is a lot to learn from the failures, and even more to learn from the successes!! Hope you have success!! I did some high powered/ high boost mods back in the 80's 90's but one was a 525hp 2.0 liter t-88 series 4 banger with mechanical fuel injection, mechanical turbo control/wastgate control, mechanical everything except ignition was the only electronic thing on it. The other was a T-Bird Turbocoupe with highly modified engine ,big turbo, injectors ect, was an EECIV computor with Quarterhorse/TunerPro system. Those were so popular and had been "hacked" by everyone, the knowledge and support was easily available. Porsche DME/computer knowledge is a closely kept secrete by those who have "cracked" the codes, and they will charge you dearly for it.. Good luck, and keep us posted on your journey, and if you change your mind and want to unload that VF supercharger kit for a steal of a price, I might be a player...

Just my opinion,,, but ifen it was me: Motec or Electromotive.. They have been in the game long enough their tech data is just as rock solid as it gets. I wouldn't put AEM on a lawnmower.... Let than 1 in ten of their accessories have ever performed as advertised for me.. There is NO cheap path here.. I helped with a 917 a few years ago,, the guy that got it working was blessed by the tuning gods.. it was a pure bitch.. Figure on north of 12K by the time your done because it requires massive dyno time and exact knowledge of the requirements to activate the various solenoids. (IE VVT/INtake control etc. ) Its what I'd do but if I was going that far a 996 motor wouldn't even be in the picture,, it would be a Mets' engine not the 996/997...

Quotes source post: 16129034

yeah i think you are right it wont be a simple thing, but that is part of the fun in figuring it out I have a guy that can supposedly modify the DME here locally and he has done it on other cars, i have not discussed the costs LOL

Quotes source post: 16129079

I think with going with either of those solutions then it really is getting to expensive What problems did you have with AEM? I have had it on another car and didnt really have problems with it, getting it setup of course was a pain I cant imagine it costing anywhere remotely close to 12k honestly, i can rent a dynojet for 900 bucks per day they will even bring it straight to my house because they have it mounted on a trailer one of those getting the senors / solenoids as you said will be a challenge, i was reading an article last night on the VVT and for that one it seems fairly straight forward if the information I read was correct, need to look into it further

Quotes source post: 16129034

Sorry in advance for the hijack, but you have PM. Mine is for sale. https://www.6speedonline.com/forums/...r-install.html Good luck Tekkie, will be watching your thread!

Quotes source post: 16129760

Its just my experience but I've worked on dozens of track cars that I dyno'd with AEM products, especially their piggy back units,, none of them did what they said, not even close to the HP gains advertised, often wouldn't even function straight out of the box, and AEM customer support is non existent in my experience.. Had a couple of the piggy back units for hondas that cost 10 HP in the mid range. They blame all DOA products on the buyer.. Basically they poised the well with me I wont work on a car that has AEM for the heart any more.. I don't like DNF's... The 996.2 and up 3.6 with CVVT the control is very exacting if you want the full bang for the buck out of it.. Not just on a Porsche either,, most full variable valve timing systems I've fiddled with required some solid tuning and engine experience, as well as some pretty good inside info about how the actuation is designed to perform.. The 917 I worked on had an electromotive ,, to get the full tune done was over a week of dyno time. (Owner had his own superflow engine dyno) $4000 for the ECU....40 Hours of a factory Porsche engine tuners time. (Not factory trained), owner flew one of their in house tuners in from Stuttgart) $4500 bucks. Guy did it cheap because he was close toretirement and wanted to play with a 917 1 last time before he punched out. We tuned the motor on a engine dyno not a drive-on,, Then fine tuned it once it was in the car at the track. Once we go the tune ,, re-freshing the motor required very little re-tuning to keep it happy. YMMV. It just depends on how close to the line you intend to push things! And if their is a key race in play.. In my case I was helping a guy do 1 last full bore run..