Motec M1 - Tuner, what to expect

M1 package and logged data here:

Motec Logs & firmware

Vehicle and System Specifications

Engine: 2JZ 3.4L (94mm crankshaft, 9.1 CR, 3314.38 cc – (86.5×94×6)

Billet main caps, Manley Tri-beam rods, Diamond pistons

GSC Beehive springs, pocket port, shimless buckets, Tomei 264 cams (9.5 mm lift)

Precision 6466 Gen 2 turbocharger (.87 A/R), PHR S45 twin scroll manifold, 4” downpipe

Precision wastegates

FIC 1440cc injectors (14 mm, 64 mm length)

Aeromotive A1000 FPR, dual Walbro fuel pumps

Bosch DBW (0 280 750 473.1.0)

Motec LTC with Bosch 4.9 wideband sensor

150 PSI fuel and oil pressure sensors

Crank sensor 12x tooth , it has two cam sensors (single tooth pickup)

One cam sensor retained on my car and one is blocked off

you will notice the cam sensors are not used (inlet or Exhaust), the engine only runs the crank sensor only

Reading up , this is normal, simpler, robust, and standard practice for 2JZ-GTE (non-VVT)

Question --

This car setup is basic compared to modern standards , to allow me talk to a motec tuner , I want to know what questions to ask to ensure they getting the most potential out of the ecu?

For example , no boost aim table setup , just a set 1.4 bar, should I expect a boost aim table

Are they going to check the engine speed reference offset (crip test) , timing light

PID control setup for closed loop systems

What are the essentials I need covered to get the potential out of a modern vehicle based ecu

I did not go through the files and the more experienced members can also correct me if I'm wrong,

For the questions (ordered from 1 to 5)

1- You have to set your own expectations from the tuner (what options would you like, application you will be using the car for, power levels etc.)

2- Again, if you would like to have your car at multiple power levels, consider having separate boost aims (depending on your cars traction,gear, TPS, Swithced by driver request )

3- One of the most important steps before starting the car (fuel injection on) is to set the offset with a timing light. Considering that a timing mark is available to indicate TDC in the compression cycle. This will be the basis for your ignition timing and fuel injection timing.

4- PID is the basis for any closed-loop operation in many of the available MoTeC options. It is quite simple to understand (Propertional is the acceleration and is the fast action part, Derivative is for dampening/braking, and integral is the over time correction factor that attempts to zero out any errors between the set target and actual value.)

5- I would highly recommend that you complete the standalone course here and read the MoTeC 2015 Training conference seminar notes