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Those adapters open up new doors to EFI. Given the old tech of the EZK and LH, I think MS3Pro or Microsquirt would be a great alternative for EFI. We in CA are limited unfortunately due to smog, and cannot change our ignition to anything distributorless (e.g. wasted spark, coil on plug, etc.). I'm not familiar with MS3Pro, but does that EFI allow for tuning distributor ignition systems?
That is technically correct, but - If you give them a spark #1 - they may not pitch a fit.
That is technically correct, but - If you give them a spark #1 - they may not pitch a fit.
True - the guy that does my car takes a timing light to it. I've been looking at supercharging for a long time, not a priority, it's just a wish. Newer EFI systems just work better with forced induction...not knocking Sharktuning, because that's a godsend, but it'd be nice to have something distributorless and better self-tuning/self-learning abilities.
First, thanks guys for the nice comments on my build , like the ones I get at the C&C's, they keep me going on the project
Nice work Hans, maybe we can see some of the parts IN HELL
Update on my project: I've added the "SafeGuard" Knock controller and have it set to aggressive control for now, it's sitting on the Passenger Parcel shelf w/ the other gauges, and it works!
I've added an additional Pusher Fan, as the summers heat required it, and for the AC to be operational, it really helps, in stop and go traffic.
Also added a Heat deflector so as not to pull hot air directly from the Fans, and it does help by about 20 deg's.
Next is to build an air box and feed via a grill cut out in the hood, I'm looking for some conservative ideas something like Porsche would have done or a grid like on newer 911's near the lip, mine will be highter up and keeping the the Left side where its cooler.
I picked up a junker hood to cut,
Those adapters open up new doors to EFI. Given the old tech of the EZK and LH, I think MS3Pro or Microsquirt would be a great alternative for EFI. We in CA are limited unfortunately due to smog, and cannot change our ignition to anything distributorless (e.g. wasted spark, coil on plug, etc.). I'm not familiar with MS3Pro, but does that EFI allow for tuning distributor ignition systems?
You can get a plug-and-play VEMS (similar in layout/operation to MS) for a very good price, it works with your existing 928 harness and has the self-tuning feature. MAP-based instead of MAF.
Distributorless/COP ignition doesn't get you anything other than fewer parts - no rotor/dizzy cap, or no HT wires. Purely "long-term reliability".
No real performance difference though, a spark is a spark. There are some COPs that have been found to fit the 928/944 DOHC heads pretty well, but nothing for the SOHC stuff, the plug holes are too shallow.
You can get a plug-and-play VEMS (similar in layout/operation to MS) for a very good price, it works with your existing 928 harness and has the self-tuning feature. MAP-based instead of MAF.
Distributorless/COP ignition doesn't get you anything other than fewer parts - no rotor/dizzy cap, or no HT wires. Purely "long-term reliability".
No real performance difference though, a spark is a spark. There are some COPs that have been found to fit the 928/944 DOHC heads pretty well, but nothing for the SOHC stuff, the plug holes are too shallow.
Yeah I've been thinking about VEMS vs SharkTuner. Similar price but the VEMS isn't as labor intensive. I'm really starting to lean towards the VEMS.
You can get a plug-and-play VEMS (similar in layout/operation to MS) for a very good price, it works with your existing 928 harness and has the self-tuning feature. MAP-based instead of MAF.
Distributorless/COP ignition doesn't get you anything other than fewer parts - no rotor/dizzy cap, or no HT wires. Purely "long-term reliability".
No real performance difference though, a spark is a spark. There are some COPs that have been found to fit the 928/944 DOHC heads pretty well, but nothing for the SOHC stuff, the plug holes are too shallow.
For a 928 S4???? Where??? I am all in if that's the case.
I've been corresponding with him via email. He says it comes wth everything to literally plug and play. Switces from MAF to MAP. About the only thing you need to add is a piece of pipe to take the pace of the MAF. I'm looking at it for my S4 5 Speed Supermodel
I'm looking at it because I may do cams later. Having the EFI in my possession first opens the door to more later. I'm currently building an LM4 with a 76/65 turbo to go in a 944 I have yet to find to shove it in.
I would suggest someone start a dedicated engine management thread to keep those topics organized. To the best of my knowledge, there is currently no plug-and-play option for the LH/EZK cars... namely because its difficult to get the connectors (destructive modification of an original computer or the harness). That is why I made the adapter boards.
It would be fairly simple to make a dedicated housing and interface PCB for either the MS3pro mainboard or the VEMS mainboard, but those would be dedicated solutions, while the above adapter board works with any computer.
The stock LH/EZK and Sharktuner solution is well documented, and supported. Going standalone takes people to a realm where there will be little support, and a good fundamental understanding of underlying logic is necessary. Point in case - read the ST manual, and then try and read the VEMS "manual". Its very flexible hardware, but the documentation is lacking, non specific, and updated through a hodgepodge of wiki and forum. Bottom line, if you cant make your own harness, its probably not the best idea to even consider it converting.
Engine management is a very fascinating topic, and worth discussing, and as such, someone should start a dedicated thread. I will say that my vote would be to stick with LH/EZK/ST if you intend on using the stock harness and your build supports it. There will be limited advantages with a conversion while retaining the stock batch-fire configuration. The only advantage I can see beyond, better internal logging and long-term O2 adaptation, would be more flexible sensors.
There will be limited advantages with a conversion while retaining the stock batch-fire configuration. The only advantage I can see beyond, better internal logging and long-term O2 adaptation, would be more flexible sensors.
WBO2 WOT AFR 'targeting' would be a good thing, too.
No per-cyl fuel trim is always going to be a shortcoming of the stock wiring, though.
08-03-2018, 02:23 PM
