thanks for the reply. i dont think spacing is much of an issue looking at the engine bay. piping and plumbing don't worry me for a smaller twin turbo solution like gtx30. worst case, downpipe will dump straight down with cutoff valve with small caliber main downpipe rerouted to the stock exhaust system. sure, lower compression may allow higher boost levels, but with the knock sensor and tuning capability these newer ECU's offer, we are now able to FI higher compression engines safely. i probably won't be boosting beyond 1 bar on stock compression, but that should be more than plenty. all this ecu development is relatively new in the past 5 years or so. so it's an exciting time. furthermore, with e85 option, knock isn't much of a problem anymore. i have seen some crazy timing advance on e85 with no knock. it's incredible stuff.
having said all that, lack of ecu option is the main problem. and possibly the only problem. i'm partial to syvecs and haltech. fueltech is also an attractive option that's relatively new. i tend to think motec is overrated and overpriced. when i speak with haltech, they seem to think it's going to be easy as long as i give them crank position sensor diagram, engine control sensor information, and information on vanos system operation control. they already have capacity to control 4 camshafts on engines like coyote. i know it's apples and oranges, but erg, at the end of the day, it' still an engine with variable cam timing. we'll figure it out eventually and when we do, i hope we can have 3-4k option for complete standalone system just for the engine and leave the rest of the car to the stock dme.
I'm not sure how much you've used any Syvecs, Haltech, or Motec, but the minute you start talking about integration with the OEM can, Syvecs and Haltech go out the window with an extra paperweight. Motec may be expensive, but you will only find one other option in the standalone market that allows you to write, compile, and execute your own source code which is needed to a) write the CAN messaging structure b) write the torque manager model and c) offer enough CAN busses to run the E60 and that's the Bosch MS6 line. However, with Motec you can purchase a development license for the M150 (the minimum ECU that will run a V-10) for around $2800. Ask Bosch for their IDE and the ability to do the same and it's about $10k/year revolving.
So, with that in mind, there is absolutely no way you're getting any aftermarket standalone ECU to work with either DCT, SMG, or DSC/ABS with the same degree of refinement as OEM without the ability to write your own code and emulate the OEM torque management strategy.
I chose Motec because it was a steal in comparison to Bosch, Syvecs refused as they already "have" it done, and AEM won't give anyone access to the Infinity IDE.
The reason there's nothing in this market for a standalone....there *is* no market. No one is building E63 or E60 race cars, regardless of how cool the engine might be, so the customer base is mostly comprised of people who are still concerned about OBD compliance. That makes for a rather mutually exclusive customer base and the only person stupid enough to pursue it is someone who's unreasonably obsessed with the idea knowing full well it will never yield any ROI whatsoever.
It's easy to make the S85 run on a standalone, that's been done plenty of times. It's a lot harder to make a standalone fit nicely in the E6x platform and still work to any reasonable degree. Now, integrate the BSD bus so you can read oil level, control the alternator and AC compressor loading (all integrated into the torque model BTW as loads), as well as ionic knock/misfire sensing as there are no knock sensors on this motor. Add in message control for DK-CAN (throttle actuators), LLS-CAN for the Idle Actuators and SMG (yes, the SMG bypasses the DME for direct idle actuator control) and then throw in EKP (fuel pump control module) control and a non-return fuel system and it becomes a fairly formidable task.
On the other front, I'll address....I've had an E60 chassis sitting in the shop for 2 years mocking up a turbo manifold arrangement. With all the rod bearing jobs I've done, I probably have as much time as anyone staring at clearance between frame rails, cylinder heads, alternators, AC Compressors, secondary air valve mounting bosses, steering racks, lateral oil pumps, heat shields, etc. It's....challenging.
