ador117

Chip received... Don't know yet if I will try it before or after my torque tube swap...
I will keep you informed...
Raphaël

Speedtoys

Spent the day reworking fueling after installing an Xpipe, other than that a stock small resonator 87 Autobox.

PorKen

Nice display of the learning cycle! (It may not even have hit the limits with just those number of runs.)

Cool how the valley between the torque peaks gradually fills in. The bumps are where the stock retard kicks in. With a stock chip you'd see the bumps increasing with runs/temp instead of smoothing out!


Thanks for posting Geoffry!

Speedtoys

Not sure there was learning going on here, I have 600 highway miles between a 'reset' and this dyno hour...this was adding fuel to make up for more air flow from adding an Xpipe. All of the changes were 1-5% in a few groups of cells, I will reset it for the 300mi drive home this eve and call all of my tuning pre-supercharger completed.

PorKen

Depends on the drive?

You have to go over 4000 rpm then under 2000 rpm 16 times for the low rpm limit and 12 times over 5000 then under 2000 for the high limit.

Arnoud

@PorKen I tried to PM you via Rennlist yesterday, however that does not seem to work towards you. Sent an email instead to: info@liftbars.com

UKKid35

My car has had a pair of generic performance chips fitted for many years, I think they are similar to the AutoThority or ProMax chips

If I were to fit EZK-S should I refit the stock LH chip as well?

The car is otherwise a standard ROW 87 manual

Schocki

You can leave or change the LH chip IMHO. As long as there are no other modifications.
Different chips in the LH make sense with other injectors or high flow exhausts. If stock, original is OK.

FredR

With the LH chipset you can lose power by under fuelling but it seems you cannot gain power by overfuelling once you have achieved an AFR of 13.5 or maybe a tad richer. The stock S4 appears to generate an AFR of about 12.4 at full load conditions but as I understand this is a safety thing and not a power generation feature. I presume they do this to allow for system variables such as MAF accuracy as the unit ages [it tends to lean out some]. Thus LH tuning is more of an economy thing.

Power gains due to tuning appear to come from the EZK degree of advance. With the S4/GT/GTS models there is a built in ignition retard that corrects for knock by retarding ignition in three steps of three degrees and does so not in batch mode but on each specific cylinder. So if it detects a ping on cylinder No2 for instance the next firing stroke is retarded 3 degrees and if it pings again it adds another 3 degrees of retard until it stabilises. it then tries to reintroduce the original advance. I have seen folks comment on how this system is slow by todays standards but how much quicker can it be than that?

This introduces the concept of adding excess advance across the board and then rely on theEZK system to retard timing for the specific cylinder should it be a bit too much- de-facto a form of "self tuning". What Professor Ken has done is to clear out some of the coding to create more ignition specific computing power and thus achieve this objective more optimally on a cylinder by cylinder basis to create what is in effect a custom ignition map for the specific example - very clever indeed. I can see why a modern system can achieve the same thing but difficult to visualise how it can improve on what Ken has done. Such systems probably come into their own when moving to forced induction.

Schocki

AFAIK and remember from Sharktunning my LH, is that the original EPROM simply adds more fuel at WOT according to RPM. It neglects any oxygen sensor input at WOT.
With the PEMS and a wideband oxygen sensor, I eliminated this feature. With PEMS the mapping is adjusted for ideal conditions under regular driving and slightly rich 13.5 AFR to produce max power.

Ken delivered a big order of his new EZK-S to Germany and people are happy with the performance. It combines a slightly more aggressive base mapping with the self-tuning feature.
With the EZK-S, drive your car with the octane fuel it was designed for. This will make sure, that EZK-S is not over advancing due to higher octane and lack of knocking (which it needs to sense to find the optimum).

With this said, the car that likes EZK-S the most, is the GTS with automatic transmission. Even with 102 octane synthetic fuel, people report back with more power less consumption.
My GTS benefits a lot too, it runs absolutely stunning, despite the modifications to the engine and exhaust. Ken used my custom sharktuner PEMS EZK for base mapping.
Even with a pre tuned custom base map, the CEL blinks a lot. There are times, especially after a reset, when you feel that power gains while driving the motor through different loads and RPMs.

UKKid35

I should have mentioned that an 87 sold in the UK has no CATs or Lambdas, would that affect the decision about the LH chip?

Wish I'd known about the possibility of buying in Germany, that would have saved me import duty as although Brexit has made importing from Europe far harder and more expensive, I visit Germany regularly so I could have avoided those costs

FredR

Simple answer- no. In fact it is a better proposition - the non cat models apply exactly what is written into the eeprom whereas cat models override the programming in their attempt to follow stoic [AFR 14.7].

For the cat models they only follow the mapping directly once the full throttle switch contact is made [as do the non cat models]. My motor is non cat - with ST2 I tell the brains to ignore the full throttle map and build it into the cruise map directly. No problem on a non cat model- it was a convenient workaround when I discovered my full throttle contact switch was not working. On a non cat model the full throttle map seems to be somewhat pointless given the way the system works.

FredR

The system activates the full throttle maps in response to reading the full throttle contact switch which tells the brains "go for it". The full throttle maps are a simple linear array of values based on specific rpm ranges- for fuel they add an additional inrement of fuel- for ignition they have a different [more advanced] value. These are based on 98 RON fuel - when I fiest went through ths process we only had RON 95 fuel over here- what I noticed when going up to Dubai where they had RON 98 there was a small iincrement of performance. Today we have RON98 available in Oman but I have just been too lazy to go through the tuning process to take advantage of it.

PorKen

I would put the stock LH chip back in. The 'performance' chips I've seen just dump more fuel at higher loads on an already rich map.

PorKen

Also, of note on the latest revision:

1. Mini-reset on cold start. This caps the retard on all cylinders/rpm to a set level each day, in case of hard running or poor fuel, etc. during a previous drive.
2. CEL code blinking at idle for sensor errors. 1 blink KS-1/front, 2 KS-2/rear, or 3 Hall sensor. Off idle the CEL is always on.
3. Errors are not displayed until the chip activates at temp. GTS especially would produce errors only when cold.

Unfortunately, arriving too late for the German group update, but for the rest of 2023, orders for automatic transmissions also receive a complimentary PKsportmode kit for first gear takeoff, gear holding at part throttle, and intuitive light throttle kickdowns