AO

Thanks John. What is pin 11? Looks like is says CHK? What is that?

John Speake

Check Engine line. It is connected into the ST2 for future purposes.

AO

Got it. Thanks.

Glenn M

I have a rebuilt LH by Rich in my 88 and a spare original working LH.

I plan on hooking the ST up and tune the car (24lb injectors). I've read posts where all the parameters can't be read unless the LH was rebuilt by John. Should I hook up the original up to tune with and once set put the rebuilt one in?

What are you guys using for a wideband sensor gauge?

Thanks,

Lizard928

Glenn,

I use Innovate LC1, many though use tech edge for the wideband.

John Speake

It's more a case that only Rich's LH don't work with Hammer or ST. All others work OK.

Suggest you use your stock LH initially. You can just connect it up loose in the footwell, it doesn't need to be bolted to the chassis/mounting plate.

Most people is the US seems to use the LC-1 or LM-1. My personal preference is the Techedge range of units, the ebtry level unit is the 2J1 which is excellent.

http://wbo2.com/2j/default.htm

Not sure if there is a distributor in the USA - they are based in Australia.

AO

Glenn-

I agree with John's comments. I ran into the same problem with a rebuilt LH from Rich (came with the car). Wht I recommend is you put PEM modules into a spare LH and EZK and plug those into the car you're tuning. Once tuned, you can burn a chip (or have one burned by me ) and populate that into rebuilt brain.

As for the WideBand O2 sensor, I like the Innovate LC-1 product. They had some quality issues in the early days, but seems to have improved, plus they stand behind their product. I recently returned one that I bought 4 years ago and they replaced it (controller, not the sensor) - no questions. They were recently acquired, so it's hard to say if that practice will continue.

Hope this helps.

dprantl

I ordered the 2J1 directly from Australia. The shipping only took a week or so.

Dan
'91 928GT S/C 475hp/460lb.ft

Glenn M

Thanks for the reply's, I have the LC1 but I don't have a gauge.

For the 88 I will just have the WB in for tuning then go back to the stock o2 sensor. When I get the 87 SC'd I was looking at installing a gauge but it may be a mute point with the console upgrade project going on.

I also have a access to two Sailor Prom burners. Planned on burning my own chips.

Thanks,

AO

You can use the LC-1 with a laptop as an interim measure (or the console in the future). Plus you don't need a guage with the STer as it displays AFR.

AO

Well, my EZK problem reared it's ungly head again today.

So, I had been driving with the PEMs installed for a few days. I parked it a week ago and brought the brains home to Michigan in case I was going to ST a friend's car. We didn't. ANyway, I forgot the brains in Michigan last week, so I have not Porsche love last week.

Remembered the brains this week and installed them. Turn the key, no start. Put the STer on it and it will not communicate with the EZK. I fiddled around with the diagnostic cable but couldn't get anywhere. I popped the EZK of an on several times, but to no avail.

Finally, becasue I was running out of time, I decided to pop the EZK chip back in, and voilla! It fired right up. Still not sure if this is an EZK, PEM, or Diagnostic cable issue. I'll play around with it some more late tonight. Colin is sending me an EZK, so I should have a spare to play around with soon.

John Speake

Try loading a "new" EZK bin file to the EZK PEM.

Bill Ball

The possibility of the PEM losing the code has led me to burn chips once I get things tuned. Is this concern misplaced or is that what just happened to Andrew?

Oh, I see now that the problem is different in that Andrew's EZK PEM won't communicate. Still, is there any concern about the PEM code getting corrupted or erased that should prompt people to not rely on them long-term?

AO

Tried that. The STer doesn't see a PEM in the EZK. Will only load into the LH. I've already swapped the PEMs, and the problem stays with the EZK. I'm going to check the wiring later tonight to make sure everything is has a good strong connection. Will also tighten the sockets on the diag plug just to make sure there's a good connection.

John Speake

Hmm, if the LH PEM is being programmed/read OK, then it would appear to be an EZK problem. The critical data line is the K line that carries the high speed data. The L line switches the data from LH to EZK. Check both from diagnostic plug to EZK ECU.

K line is pin 1 EZK, L line is pin 7 EZK. You already have the diagnostic pin connections.