- I've decided to go with the MS2V3 this time for several reasons, including being able to upgrade to an MS3 later on and cost.
- All units will include sequential injection. 90-93 units will be "Sequential injection ready", meaning that the extra hardware needed to support sequential will be there, you will only need to rewire the injector harness to get sequential injection.
- All units will be 100% plug and play.
- 90-93 cars can remove the thermoswitch that operates the coolant fan - the MS takes care of that now.
- 94-05 cars with A/C will have both their fans working for cooling.
- 99-05 units will get alternator control, battery light control and check egine light control.
- All units will have tacho output
- All units will have electronic boost control (the EBC solenoid valve will not be included and needs to be purchased seperately from DIYAutoTune)
- For US units, the IAT sensor is not included (shipping an IAT sensor back and forth with international shipping rates is not a smart thing to do). For non-US orders, it can be provided at an additional cost.
- All units will include all the functionality possible, including A/C control, adding to their resale value later on.
- Since the GB of 2010, there have been several improvements to my ECUs. All these improvements are EXCLUSIVE to my ECUs, as I am constantly modifying the firmware to improve things or add extra functionality that isn't there.

1) Above idle, I'm tapering down the non-linear IAT correction (used to deal with IAT heatsoaking) so that by 2000rpm, the ideal-gas law is used as is. This means that in cruise and under load/boost, your AFRs will be spot on.
2) I'm bringing in the clutch and neutral switch signal to the ECU. This allows me to do all sorts of cool things:

a) Say you are coasting down to a red light. You can set the overrun fuel cut to 1000rpm and the ECU will not inject fuel until 1000rpm. If however, you put the car in neutral or press the clutch in, it will immediately start injecting fuel again. No more idle droops!
b) You can let the car in gear near idle, without any throttle, and if the transmission is engaged (ie no clutch or neutral), it will not enter closed loop idle mode. If the clutch neutral were not used, if you did this, bad things would happen if you let the car for a few seconds and the pressed the clutch in (it would either stall or the RPMs would go to anywhere between 1500 to 2500).
c) I can keep the idle valve from closing if the trasmission is not engaged. Again, idle droop saver.
d) You can actually see inside TunerStudio if the transmission is engaged or not (and datalog it too!)

3) Vastly improved A/C support. The A/C is now exactly like stock. 800rpm without A/C, 1000rpm with A/C. Press the A/C switch and the RPM instantly go to 1000, no hesitations or anything, cold or warm. No idle droops coming down to a red light with the A/C on. The A/C deactivates above 5200rpm and above 90% TPS. There is also an A/C indication in TunerStudio to help you identify any A/C issues.
4) More accurate fan switch on/off temps. With the previous boards, there were deviations of up to 3 degrees, due to noise. This has been fixed.
5) More accurate coolant temps in the ECU for the 99-05. I've tested the stock ECU coolant temp sensor extensively and I can now match the reading with the stock ECU up to 100*C accurately (above that the sensor itself is not very reliable)
6) PWM idle correction Vs system voltage. Simply put, if the system voltage drops, the idle valve opens up more to compensate.
7) Multiplexed inputs. I'm bring in many signals (clutch, neutral, A/C) through a single input to the ECU. This means that you will still have the options to use launch control and switchable tables.
8) Advanced knock control using the TPIC8101. The raw knock signal is filtered through the TPIC chip for the appropriate frequency (1.6L, 1.8L, 1.9L) and then fed to my microprocessor board. At this stage, the ECU is provided with a knock/no knock signal, that is also filtered by my own microprocessor board, taking under consideration the RPMs, the load, the IAT, and then decides if the knock is real or not. I would like to move this functionality inside the ECU to also provide user-defined sensitivity (3D table, RPM vs Load, with IAT being an extra modifier to increase/reduce sensitivity - higher IATs, more sensitive, etc) but I don't know if I will make it in time or not.
9) I'm also toying with the idea of giving the MS2 the ability to have two different boost tables, selectable with an external switch through the multiplexed input, each table having its own separate boost cut limit. I have not touched this yet, however it shouldn't be really difficult.