all info on this first post taken froma prior post labeled IPS vrs Crower in the all motor forum
http://www.k20a.org/forum/newreply.php?do=newreply&p=46319
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http://www.k20a.org/forum/newreply.php?do=newreply&p=46319
katman said:I just wanted to say a few things about the AEM EMS 30-1070/1030, being that I work at AEM.
First off and obviously in defense of the EMS, the 1070 wasn't released at the same time as the KPRO. It was released about a year or so later, hence the reason why the KPRO is a way more popular ecu over the 1070 EMS.
I was running a KPRO in my 6zigen EG, until i started working here in early Feb. 05, where my vehicle became a test mule for the 'hybrid' use of the 1070. The KPRO is obviously a great ecu, but I've put it on the shelf for the time being in order to better learn (for myself) the world of the EMS.
Originally, the 1070 was based/designed off the US 02-04 RSX-S, but also works for hybrid K20/EG/EK/DC2/etc use, but there really hasn't been a startup calibration made for 'hybrid use', even tho the K20A2 cal will technically work. We leave that up to the end-user to do. Yes, there have been issues in RSX's with certain part of the gauges not working along with A/C functions not working, but thats not an issue for me, and I believe those issues have been resolved not too long ago for you RSX owners with the updated 1030 EMS (which is replacing/superceding the 1070).
When we first slapped the 1070 in my EG, it wouldn't start...and that was because the fuel pump relay pin location on my wire harness was setup for a JDM ECU (E10 JDM FPR location); added a wire to E1 (US FPR location) and spliced it into the underdash EG wire harness and the car started. So, now I have both E1 & E10 spliced into my EG's A7 FPR wire and can alternate between KRPO & 1070 if I'd like to and not worry about the FPR anymore
A couple months ago, we created a calibration for a JDM K20R engine that is based off of my car/engine for those that didn't know. "K20A.v1.11.cal" is the cal and is included with the latest version of AEM PRO.
We made a baseline run with the KPRO as a point of reference using a tuned KAL I was using from Dan Phan (Rcrew); We then began tuning the 1070 to my engine. Btw, I have I/H/E/and an Rcrew P.I.M.P.. When we were finished tuning the 1070, the end result was pretty close as the KPRO but made about 2hp more, except in a few areas we gained a little bit of low end torque with the 1070....but overall it was just about broke even between both ECU's with my engine, dynoing around 220whp.
Now, the optional advantages of an EMS over the KPRO that people are wondering about are as follows:
- option to shut off the alternator at certain thresholds
- boost control (anti-lag/2-step)
- traction control
- sequential tranny control
- staged injection
- you can setup the EMS to run any injector(s) & any sensor(s) you want for whatever reasons.
- controls VTEC and iVTEC obviously
- custom cam & crank setup
- custom ignition setup (wasted spark, coil on plug, etc)
- individual cylinder trims
- run speed density or ALPHA N (for ITB use)
- and so much more, you almost wanna pull your hair out
So, far I'm pleased with the use of a 1070 in my K20 EG. Though, I do have to admit that KPRO software is a bit more user friendlier than AEM PRO (we're working on this!). Getting an EMS tuned properly should be performed by a certified EMS tuner if you wanna take most advantage of a 1070 in either a hybrid vehicle or RSX-S. The EMS really is a semi-complicated ecu to work with when it comes down to tuning. I think of it as a more serious engine management system vs. the KPRO - KPRO being a chipped Honda ecu.
katman said:
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1BadRSX-S said:
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katman said:
