^^^
Yep, SRT-4 PCM already uses adaptive ignition advance timing.
I would guess that it's probably not by cylinder since there is only one set of wires going to the coilpack.
Looks like that J&S is expensive too at around $400.
Regardless, the OP still needs a decent data logging solution in addition to all the mods mentioned.
Not supported at least not yet but they won't even say if they are going to try to support it.
I would get the SCT or a stand alone, piggybacks are for ricers.
Agreed,, piggy backs are for ricers. That reminds me, I need to get that pos SAFC-II tuned in. lol
Seriously though, for a big turbo i'd diffinately go with a EMS over a SCT simply because, the EMS is a bit more versatile, and the EMS winds up being almost the same price once you add a $400 datalogger to the SCT.
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Quote: Originally Posted by Bell Intercoolers
Regardless of the [Thermal] efficiency, if too much pressure is lost, then the intercooler is either useless or can actually decrease performance...Corky Bell
Agreed,, piggy backs are for ricers. That reminds me, I need to get that pos SAFC-II tuned in. lol
Seriously though, for a big turbo i'd diffinately go with a EMS over a SCT simply because, the EMS is a bit more versatile, and the EMS winds up being almost the same price once you add a $400 datalogger to the SCT.
...which doesn't capture Ignition Advance Timing anyway, according to someone else here...
A true stand alone could be easier due to not having to figure out the Chrysler-specific stuff, but not sure if AEM EMS is necessarily any better than some of the other stand-alones that are available.
does it cut timing on all cylinder or only on one cylinder at a time and does it always try to increment back the timing to get the best possible performance...I doubt it; J & S is a really the reference with there system
and if so is there a way trought SCT to keep those advantage while playing with the timing to get max power
Yes, you have control over the settings for the knock sensor, plus every other sensor. If I'm understanding your last question... Yes you can limit the amount of timing the pcm pulls when detecting knock, as well as what the PCM considers the knock threshold, but I would not advise you to do that. If the knock sensor is detecting what Mopar considers knock, it's detonating. Tuning a turbo car up to borderline knock is risky. Running more timing isn't always going to net power gains, you would be better off running more boost and a less aggressive timing curve. When it comes down to it is it worth running 2 more degrees of timing to net 10hp? You have to consider the safety tradeoff.
A question about the J and S system you were referring to. If it detects knock for each cylinder(I assume with 4 sensors) what good is that doing you if you can only control the wastespark coilpack. Or does it include a full ignition system?
Agreed,, piggy backs are for ricers. That reminds me, I need to get that pos SAFC-II tuned in. lol
Seriously though, for a big turbo i'd diffinately go with a EMS over a SCT simply because, the EMS is a bit more versatile, and the EMS winds up being almost the same price once you add a $400 datalogger to the SCT.
I don't know, I had one of the innovate SSI4 boxes laying around and I put it in the car since it's taking forever to get it on the dyno, just to put a street tune in the car. It gives you 4 5v signal inputs, total cost, 170 for the LC-1 wideband and like 125 for the SSI4 box. But, I'm sure you will agree, that the SCT may be capable of more, but it's got a WAY slower learning curve and is not geared to the average Joe as far as ease of programming.
realistically, the only things the aem can do that the factory pcm cannot are traction control, and control for nitrous and water injection. and of course a secondary injector map, to run 8 injectors. so unless you need to control 2 fuel systems, well, you're probably not going to need the aem. and personally, i think the trigger for the intercooler sprayer can be modified in the pcm to the point where it WOULD work as a water injection controller. and for traction control, newdesign has that pretty much licked, especially when used in conjunction with pcm controlled, gear based boost.
Look, why do you wanna re-invent the wheel and who told you an aftermarket ECU with about a 1/3rd of the investment in R&D and design in it compared to the factory PCM which has millions of dollars in development and testing to ensure your car runs perfect on every key turn without any additional thought from YOU?
The AEM will not adjust to temp conditions and other things I don't care to mention at this point, nor does it "learn" anything, it has to be "told" what to do.
The factory PCM can do anything you want it to do that a AEM does and there is nothing extra to buy but some software.
Its $1,000 cheaper than the AEM solution.
It takes several months of free time to figure out the in's and out's of any programing software, it doesn't happen overnight.
I assure you many of you are doing it WRONG and if you can afford to go to EFI University I highly suggest you do so.
A question about the J and S system you were referring to. If it detects knock for each cylinder(I assume with 4 sensors) what good is that doing you if you can only control the wastespark coilpack. Or does it include a full ignition system?
Single sensor (stock or its own) and works rather well. I talked to John at J&S a couple years ago about them for the SRT-4 and have a good idea which one should work but they're pretty expensive for a lot of people when you add in the gauge and stock knock control is probably fine for most people.
Quote: Originally Posted by wannasupra
realistically, the only things the aem can do that the factory pcm cannot are traction control, and control for nitrous and water injection. and of course a secondary injector map, to run 8 injectors.
Another big one is that they can be reprogrammed on the fly and the NGC has to be re-flashed. If we didn't already have the factory/Stage calibrations to base from that could be a nightmare for some. There's pro's and con's to both sides.
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