John Speake

OK, I see what you are trying to achieve.

You can't read that chip direct with the ST2, it only works with PEMs.

You can read that EPROM with a reader, save the bin file and then you should be able to load that file into a PEM equipped LH with an ST2. The file will automatically be upgraded to be compatable with the PEM.

AO

The only problem is that it sounds just like my laser jammer. Freaked the crap out of me the first couple of times. But all-in-all it's a great feature. You know when you are knocking and can determine if you stay in it or back off.

Mongo

When I get it, I'm kinda fearful of playing around with ignition timing for the sake of detonation. Bad experience with a 944 and an EPROM that may have caused every single piston ring to break.

Jadz928

John, et al
Does anyone have a pic of what the 12-way cable looks like? I'm just trying to get a feel for how the ST2 hooks up.

Also, it appears the ST2 has ability to read and spec the output signal from sensors (ie knock and hall).
Is it safe to say it can be used for diagnostics as well?

AO

Jim-
The 12-way looks kind of like the coding plug. It sits on the LH/EZK unit usually with a cover.

The STer does not have diagnostic capabilities per se (i.e. no error codes) but you're right in that it can detect if a knock sensor is absent or hall sensor, etc. So in that regard I guess you could say it has gross diagnostic capabilities.

GregBBRD

If you have a Sharktuner 1, with the PEM upgrade, you can download the file and then convert it to a PEM. Send me the chips and I can do this, for you.

By the time John gets done making all the "new upgraded" Sharktuners, I'll have so much money invested in the "units", that It might have been cheaper to build my own injection system. This is kind of like buying a computer...keep it a year and it is obsolete.

John Speake

Hi Greg
Your ST1 with 85/86 option will do all you need :-)

John Speake

The EZK equipped 928s have a very sophisticated knock control system. Unless you do something really silly, like adding 12 degrees extra advance over the range, then the knock control system will protect your engine.

It has a range of 9 degrees retard, and you can monitor knocks on a WOT run, like Andrew did, then adjust timing in the load/rpm cells that have too many knocks, in steps of (say) 3 degrees. Then you are going to stay within safe limits.

John Speake

I would say that the diagnostic capabilities are much better than any diagnostic tool.

You can monitor all the sensors and real time values in much more detail than any tester will give.

For example, a diagnostic tool will only tell you if a MAF has totally failed or not, with the ST you can monitor and datalog MAF volts in real time, at any rpm and load settings.

And so on.

You can't do an idle adaptation with the ST, but that is only necessary if the fuelling is out due to ageing MAF etc. With the ST you can reset your fuelling to compensdsate for MAF ageing, by monitoring the idle stabilisation loop, and re-optimise it in real time.

Hope this helps !

Jadz928

Thanks John,
I think there are alot of us our here with stock 928's, wondering how we can benefit from this device.

Do you have any dyno numbers for a stock?

Anyone else done this and care to share their driving impressions?

John Speake

The SahrkTuner was origianlly designed to solve the fuelling problems some supercharged 928s were having, especially when 42# injectors were used for high boost.

It is also true that some benefits in max power and throttle response in the mid range can be achieved even on a stock 928.

A typical 928 will run somewhat lean in the mid range and much too rich at the top end (this is when you have your foot in it a bit).

When Louie first had his ST, he published figures on RL with dyno graphs, which showed IIRC about 10-15HP improvement at the top end from tuning the LH and about the same again from remapping the ignition.

When you fit an X pipe, you will find some more optimisation may be required again, and of course more power. I think Louie can give us some figures.

All cars are slightly different, cam timing etc. So I think tuning per car gives the best results, rather than a "one size fits all" performance chip set.

Of course it is necessary to make sure the car is in good order before remapping.

DR

I agree completely, over the past years of owning SharkTuners I have found they can give me as good or better diagnostic info than anything. There is nothing better than being able to monitor various engine components when the engine is running and even better when you can drive it and log real time.

My Bosch Hammer has been literally collecting dust since owning a SharkTuner. I very rarely use it anymore because I like the real time active info from the SharkTuner better as it lets me see what is really happening with the engine running/driving instead of just reading error codes etc.

Glenn M

I have an access to a eprom burner or two, I could also save the hex files. Sounds like I need to bring it to Frenzy with my ESD mat! Sounds like another demo!

I can copy my 88 eproms if I don't already have it.

It would be nice to have a library of stock eproms hex files for the various years to load the pems with.

Glenn

Glenn

John Speake

That will NOT work for stock EPROMs. As I explained, the EPROM files in the ST are modified versions to work with the ST.

There's very little difference between the bin files for various years.

Copying the bin file Dan has, and loading it into a PEM will work becasue he says the EPROM chip he has was created with a SharkTuner.

hacker-pschorr

Friend of mine who owns a Corvette restoration & race shop can usually squeeze 10-15rwhp out of a stock ZO6 by fine tuning the fuel & ignition maps on a 100% stock car.

Most of the gains are in the ignition map, quite conservative from the factory. He doesn't run them right on the edge either, unless it's an all out race car that will see 100+ octane fuel.