AEM EMS Series 2 vs Chrome ECU

[Greg E]

I'm sure some tweaking will need to be had, but the beautiful thing about the OBD2 closed loop feature is its ability to compensate for you. If the MAF is calibrated properly, idle and cruise should work just fine. It's just airflow and ignition timing... I've never seen a better idle timing compensation feature than the stock ECU.

[AdamVR4]

I'd really like to hear about the differences between the way the Chrome ECU and AEM EMS handle 2-step/launch control and NLTS. Thanks to anyone that has any input...

You're confused because you keep filling your head with crazy ideas.

haha! I agree with you, you won't know anything is wrong on E85 until it's too late, regardless of tuning device.

My point was... I have a lot of faith in the stock knock sensor / ECU to check me when I'm getting close to breaking pistons. Every time I've pushed the tune, the stock knock sensor has been there. If you give me the knock sensor output, I can tune a 3S with my ass. Without it, I will feel like I'm naked, wandering through the wilderness. To me, this is the single biggest advantage of sticking with the stock or Chromed ECU.

If I commit to E85 (the power gains are stupid, peak compressive conrod stresses are lower at a given power level than gasoline, I'd immediately pass emissions testing, and I have 2 stations within 5 minutes of my house), any knock sensor would suddenly be useless.

If the knock sensor is useless, the Chrome ECU's advantages become: ease of use, community support, and cost ... Leaving the AEM EMS with better datalogging.

If I didn't have some tuning confidence, a dyno tuner I trust (again, 5 minutes from the house), and several I can get phone & base map support from, the ease of tuning of the Chrome would make it the clear winner.

So it seems I'm left paying roughly $1000 extra for the EMS and tuning/dyno time for... better data logging and a few safety features...

[familyMAN]

Greg, Agreed about a stable idle. Ignition timing adjustments are the key there and the stock ecu has it figured out. I do have mine pretty darn good at 950rpms with a moderate+ setup with inferior SD and inferior tuner vs Mitsu engineering dept

I'd still like to see the results of someone use Chrome with a much wilder setup than those using it now.

[TurboSinceBirth]

A major advantage to chrome is you always know your real time HP and Torque. I'm not talking about dyno calcs or any of that over engineered crap. The MAF itself is a true measure of air. So much real time useful data can be utilized knowing that key information. How else can a guy take a full second off the 1/4 mile time and gain over 6 mph without changing a single part under the hood???

How exactly do you know if the MAF sensor is calibrated correctly? May be a stupid question but is it something that involves returning a car to stock to know what X airflow should equal Y hp? Reason I ask is I'll be using a Ford MAF either the 92mm I have or a slot style in blow-through but how will I know how far off my scaling is if I don't have any existing hard data correlating to my specific mods? Is it a matter of matching up scaling to the vacuum portion of the load map? Actually, I doubt most sensor scaling is linear so I doubt that would work.

[Greg E]

Greg, Agreed about a stable idle. Ignition timing adjustments are the key there and the stock ecu has it figured out. I do have mine pretty darn good at 950rpms with a moderate+ setup with inferior SD and inferior tuner vs Mitsu engineering dept

I'd still like to see the results of someone use Chrome with a much wilder setup than those using it now.

Maybe I'm just over tired but I could have sworn I read your last post differently 10 min ago...

As for wild setups, mine is still waiting on parts but even that isn't a truly wild setup (DR750s, stroker, e85, 1000cc injectors). There just really aren't that many cars getting built these days...

[Greg E]

How exactly do you know if the MAF sensor is calibrated correctly? May be a stupid question but is it something that involves returning a car to stock to know what X airflow should equal Y hp? Reason I ask is I'll be using a Ford MAF either the 92mm I have or a slot style in blow-through but how will I know how far off my scaling is if I don't have any existing hard data correlating to my specific mods? Is it a matter of matching up scaling to the vacuum portion of the load map? Actually, I doubt most sensor scaling is linear so I doubt that would work.

All that data on sensor calibration goes out the window with blow thru... You're back to guessing and checking.

FWIW I'm working on a custom 3.75" MAF setup (draw thru) that'll go well beyond the HP limits of 90% of everyone's setup and won't impede airflow.

[Greg E]

I'd really like to hear about the differences between the way the Chrome ECU and AEM EMS handle 2-step/launch control and NLTS. Thanks to anyone that has any input...

Its a static rev limiter. Set your "speed zero" rev limit and set your clutch in rev limit.

Anti lag and fuel enrichment come in with the "speed zero" rev limiter.

[J. Fast]

I've installed and tuned AEM V1, V2, and Chrome ECU on my personal vehicles. I prefer the AEM. I like real time tuning strategy and the ability to build my own fail safes. One thing that's not mentioned very often is the additional sockets avail on the EMS. It's possible to build all sorts of tables with constraints to cater the setup to end user needs. If something is missing or needs a table it's possible to build one and point sensors to it. I really believe real time data streaming time on the fly adjustments is where it's at, and AEM Real Time Live Trace 3-D is sweet. Also, AEM's V2 flex fuel sensor upgrade is cake and a secondary knock sensor can be added by creating a table with provisions on an open port on the EMS. Knock sensing shouldn't be a big worry though, a long time ago muscle cars didn't come with them. Knock sensor stuff is over rated and relying on it as a major fail safe is quite reckless. E-85 is quiet on the stock knock sensor with Chrome and AEM, however, there's other tells outside of knock voltage when MBT has been surpassed.

Both require similar time and energy to initially install, setup, and micro manage. One thing I never could dial in on the Chrome ECU was a certain hot start issue with monster injectors. A few times when my engine was hot it wouldn't fire. I plugged in my AEM and it would fire immediately. My learning curve and patience was not there for me seeing as I already had my setup mastered... so instead of trying to figure it out I plugged in what I knew and what I had time for. Not sure if there's others who've encountered that issue, but it was damn frustrating.

[familyMAN]

Maybe I'm just over tired but I could have sworn I read your last post differently 10 min ago...

As for wild setups, mine is still waiting on parts but even that isn't a truly wild setup (DR750s, stroker, e85, 1000cc injectors). There just really aren't that many cars getting built these days...

Not sure what you mean? I edited it slightly, but the direction of my comments have been the same. I have experience with AEM so can only comment on what I know. I also know that no one is running as wild of setup as I am with chrome so far.

No offense meant, but I don't consider 1000cc and stock cams as wild as far as tuning is considered. DR750's, 3.5 and e85 will sure be some wild tq and response though!!

[mb3000]

I'll be able to give a good comparison when I get this build finished. AEM S2 on the old car and Chrome on the current one. I will also be able to test stock maf/ montero maf/ MAFT & 3.5 GM Maf and give my opinion about that.