Allthough this kind of tuning is very popular on other cars, especially the ones with a turbo diesel engine in the front, a small part of the MG F/TF scene has made a change at the electronic management system of the K-series.
The management system gets all kind of values from a wide range of sensors, compares them in a multi-dimensional array of predefined values and according to that graph, changes the operation of the engine. This has the nice result that the engine can operate fairly well in less ideal situations... as long as some values are still in a predefined range.

Even more: not every parameter interacting with the engine and how it is running is measured by a sensor. So the developers of the engine and it's software take some default values that will do with 99% of the cases (estimation). Let's say fuel quality as an example: well in 99% of the cases the fuel will be OK for the engine to run with... although maybe 30% percent of the fuel available in your country is really good stuff. The engine and it's controlling software doesn't know when the engine is using the really good fuel, so it uses the variables as they were stored for the 'just good fuel'. Nothing wrong with that, as the engine will accept a wide range of fuel mixtures, but.... it could be better.

That's right, let's presume we are living in a very wealthy country and we spoil our car wirth only the best fuel a man can get. Or in other words, we are using the fuel from 'the 30% really good stuff' everytime. In this way it makes sense to modify the software slightly to perform better with the 'better' fuel. On the other hand, it will result in a small performance drop with the 'just good fuels'.

Off course there are dozens of parameters (like the fuel quality we used as an example) that will change the handling and running of the engine.

So at this point you should know, why 'chip tuning' could make some sense, even on a (rather) standard car.

Superchips' ICON -- add-on
* http://www.chpltd.com/mgworld/power_struggle.html

* http://www.superchips.co.uk

and the graph of a VVC (source: http://www.superchips.co.uk/curves/mgfvvc.pdf)

left: Power (BHP) versus rpm; right: Torque (Nm) versus rpm - Blue: Superchipped, while grey: standard

* MOSS
1.8MPi http://www.moss-europe.co.uk/MossUK/ProductList.aspx?SubSubCategoryID=MGF_UMGF124
1.8VVC http://www.moss-europe.co.uk/MossUK/ProductList.aspx?SubSubCategoryID=MGF_UMGF124

On the bulletin board we don't really trust these kind of upgrades of easy and clean performance wins.... but we don't say it can not be true. However, we all agree that the safest way to explore these tuning methods is by installing one and have it setup by a professional. We don't believe in a chip by mail-order, but prefer to have it setup while the car is on a rolling road and a laptop near its side.

Take into account that the chip is setup for a standard car.... it's strongly recommended to have it programmed when other modifications are done to your car (engine wise).

  
  
 click the thumbnails to enlarge (Thanks to DirkV & PPO)

FGA Motorsport -- add-on
Since 5 years FGA Motorsport is busy with engine preparations. They have chosen to install add-on, boxes to satisfy their customers in a fast and effective way. They are using Power Systems and became the distributor for them in the Benelux. To react on the still expanding market, they have chosen to develop and built their own boxes with their own mark.

At a certain point, the engine gets tuned behind the abilities of the standard ECU. The engine is breathing far more cold air than the ECU could ever expect, the valves are open for a longer period, and so on.... It's time to get the standard ECU replaced by an aftermarket item, which can (and must) be programmed for your engine.

DTA E48EXP ECU
As used by QED Motor Sport and developed by 'DTA fast'

Main features (as stated on their website - April 5th 2004):
- Full Ignition control and amplification for up to 4 cylinders distributorless, 8 cyl with distributor
- Full fuel control of up to 16 injectors (staged and switchable on RPM in 2 banks )
- Amplified Coils Support
- Compensation for air temp / water temp / MAP or barometric pressure on fuel AND ignition
- Closed loop Lambda control
- Turn off closed loop above TPS & RPM
- Full turbo pressure control variable by RPM with overboost protection
- Manifold Pressure as main load
- Full single gear traction control (launch control)
- Steering wheel button controlled start line RPM limit
- Full power shift cut
- Temperature dependant Idle speed control via PWM valve (shared second bank of injectors)
- Auxiliary output switchable on RPM / water temp / manifold pressure (shared turbo control)
- Dedicated shift light output
- Dedicated Tacho output
- Two stage main RPM limiter
- Dedicated fuel pump control
- Full startup fuelling map
- Improved idle speed control
- Throttle transient enrichment map
- Self test facilities for ignition and injection
- Sensor diagnostics and peak recording
- Real time mapping, no EPROM's required, PC only or PC+Dyno Control Box
- Voltage in warning limits during Mapping
- Software programmable for most crank wheels (BMW, Ford, GM, Porsche, Renault, Honda Blackbird, Rover, VW, 361, 602 etc.)
- All main 3D maps (20 x 14) have user programmable break points on throttle and RPM
- Max. RPM 14,000

What QED Motor Sport says about this engine management system: Our involvement with DTA management systems goes back many years and when building a motorsport engine we wouldn’t think of using any other system. The DTA ECU represents the state of the art in engine management systems. Full 3d mapping of both fuel and ignition, two stage rev limiter, shift light output, fuel pump control, transient fuel compensation (acceleration boost), closed loop fuel mapping, and a three minute data log are amongst (but not all of) the features available.Despite the wide capabilities of the DTA ECU the control software is straightforward and simple to use. All of the settings are explained in the comprehensive manual supplied with the software. For motorsport engines (and especially for engines that will develop with each racing season as part of an ongoing project) the DTA system is without doubt the management system of choice. The DTA systems are capable of using a wide range of sensors including the majority of those fitted to the K series engines as standard and these systems are provided with an engine bay wiring loom.

Contact details:

DTA Competition Engine Management Systems
Florence Street
Bradford BD3 8EX
ENGLAND

Tel.: (+44) (0)1274 667960 -- (+44) (0)161 278 5959
Fax.: (+44) (0)1274 663627
e-mail: websales@dtafast.co.uk

website: http://www.dtafast.co.uk

EFI Technology's EURO 1
As used by Powertrain Pojects

Contact details:

Emerald's M3DK
As used by Dave Andrews from DVApower

Contact Details: