Anyone  currently using a MAP ECU 1 - 2 or 3?
 

I know cogs is on this forum and pretty sure MuMan is too. 
Didn't know MAP ECU3 existed but okay...
I'm looking at getting one of these in the near future.
From what I hear they are very good bang for your buck.

MAP-ECU3 is essentially just an upgraded MAP-ECU2.  New features include USB interface, more inputs and outputs, higher pressure internal MAP sensor, and incremental improvements to the existing functions.  Best thing is the price is unchanged!
 
Fire away with any questions rock, I'll try to answer them as best I can.

Hi Cogs, I though you were using a MAP ECU.
Are they user friendly or would you recommend a turner?
What mode are you using, MAF Intercept MAP Y-Axis / MAF Y-Axis, MAF Elimination (is the self learn mode reliable for a base map)
 
Thanks

what sort of map accuracy does the MAP3 provide? what size map for fuel/timing? 32x32 tables? How do they control idle (PWM?)? I guess, how would you compare it to something like a haltech platnium sprint 1000, cause it is extremely cost effective at a glance!

rock
Are they user friendly or would you recommend a turner?

I find them to be very user friendly and intuitive to work with, but given some of the questions asked on the MAP-ECU forum some people struggle.  Only you can answer that question for yourself, but if you understand what tuning is about and spend some time familiarising yourself with the ECU and its functions you should find it very rewarding to work with.  I am happy to incrementally tune over a long period of time, and a piggy-back like the MAP-ECU is ideal for this.

What mode are you using, MAF Intercept MAP Y-Axis / MAF Y-Axis, MAF Elimination (is the self learn mode reliable for a base map)

 
I am currently using MAF intercept, MAP Y-axis.  I have actually done very little tuning so far as the engine has other issues that I am yet to fix, no point spending time tuning only to do it all again!  I have never used the self learn mode for MAF eliminate, but I don't see any reason why it shouldn't help give you a good base map.  Naturally there will be blank areas in the MAP even after letting it run in self learn mode for a while but filling in these blanks shouldn't pose a problem, again just by having an understanding of what is going on.

nuk1ear
what sort of map accuracy does the MAP3 provide? what size map for fuel/timing? 32x32 tables? How do they control idle (PWM?)? I guess, how would you compare it to something like a haltech platnium sprint 1000, cause it is extremely cost effective at a glance!

The maps are 19 load x 26 speed for fuel and 19 load x 20 speed for ignition.  They do not control idle, the factory ECU does that.  You can't compare a piggy-back to a standalone, the closest thing in the Haltech range would be the Platinum Interceptor.  Feature wise the MAP-ECU 2/3 eats the Haltech!  I couldn't compare them for performance but I can certainly attest to the MAP-ECU2 performing exactly as expected, I cannot fault it.

Are you using the MAP ECU for boost control cogs? if so how effective is it as I read on the MAP ECU website their claims about bringing boost on earlier (which is always a good thing!) - Does it utilise Duty Cycle/GAIN control to do this?
 
Are you using a wideband O2 sensor and if so which one?
Are you using the RPM switch to control TVIS?
 
Cheers
 
(Tax time can't come soon enough, time to bring the ol Gen2 in the 21st century!)

Yes, I am using the ME2 for boost control via a Mac solenoid (the same type as branded AEM, Haltech, etc and sold for 3 times their value!) and it works very well.  The "fast spool" mode allows you to set a percentage of target boost, below which the solenoid remains energised (maximum bleed off) to prevent any wastegate movement.  Once boost rises above the set percentage it starts to modulate the solenoid at the initial duty cycle value.  If you set the percentage too high you can easily overshoot the target, so I guess it's effective if you find a good balance.
 
Boost is mapped at 1000RPM increments, with each range having a target boost and duty cycle setting.  There's a third field that the ME2 populates itself for reference, and that's calculated duty.  You can approximate duty cycle during the initial setup, then go out for a run.  The ME2 will then calculate, based on the boost levels achieved, very close to the required duty cycle for your target boost.  If boost goes over target, the ME2 will reduce duty cycle at the rate specified in "gain" until target boost is reached, then write that value to calculated duty.  Subsequent control will then remain based on the new value.
 
I am using an Innovate LC-1 wideband.  Excellent value product but it can be finicky.  Have a look at the Innovate forums for details of many problems with these units.  I should add though, mine has always worked fine, and the latest (still beta) firmware seems to have addressed most issues.
 
Yes, I am using the RPM switch to control T-VIS, but I should note that the ME2 output needs to be inverted (easily done with a NC relay) to work correctly.
 
I have also (partially) retained the factory ECU's boost and T-VIS control.  For boost, I have the factory ECU output energising a relay which then connects the ME2 to the boost control solenoid - this allows the factory ECU to still limit boost to spring pressure when necessary, ie during warm-up and with low octane fuel.  For T-VIS, I've connected a NC relay energised by the ME2 RPM switch, which then disconnects the T-VIS solenoid from the factory ECU.  This allows the ME2 to always ensure T-VIS is open above its set point, but give the factory ECU control below it.  Toyota programmed the factory ECU to open T-VIS below the trigger point at light loads, and also as a torque limiting function with low octane fuel.
 
One of the key advantages of using a piggyback system is that you can retain the protective functions of the factory ECU, so I wanted to ensure that this was the case with my install.  It's actually possible to significantly increase engine power using an ME2, without defeating ANY of the factory safeguards - if you tune too aggressively, the factory ECU will soon pull you up!

There really should be ME2 thread on all of this! Your setup sounds very comprehensive and well thought out. The boost control features of the ME2 sound very good indeed.
 
So, I'm just looking at getting all the bits and pieces for my setup and I found an ACDelco solenoid very cheap, how does the Mac compare?
 
How does the ME2 deal with knock and will I need to buy another knock sensor or will the factory ECU still take care of this?
 
(This system sounds like the way to go and I don't really know why it isn't more popular amongst MR2 enthusiasts. It really is a bargain as most EBCs will set you back hundreds! and it seems like its really easy to tune too.)   
 
 

PMR recommend a Delco solenoid for use with the ME2, p/n 214-474.  If it's that or something similar you've found it should work well.  The ME2 runs the solenoid at 20Hz, so any 3 port solenoid valve that runs reliably at that frequency and has the correct sized ports (around 1/4") will be fine.
 
The ME2 has a quite comprehensive knock control system based on optional GM components.  This really is only useful if the factory ECU's knock control is poor or non-existant, which certainly is not the case with a 3S!  The Toyota closed loop knock control strategies work very well, and are probably based on a lot of R&D and fine tuning to the engine acoustics.  You couldn't possibly hope to do better with a generic system, better to leave the factory system intact.
 
As well as the features already discussed, the ME2/3 also offer:
Fuel Cut Defeat
Speed Cut Defeat
Pressure switch (could be configured to switch on water injection at a set boost level)
Speed adjust (can be used to recalibrate electronic speedos for bigger wheels/changed ratios etc.)
Secondary injector control
Launch control
NOS activation based on min/max engine RPM, min/max boost, min throttle and vehicle speed
Externally switchable dual mapping
And probably more I've forgotten!