K Pro D17 turbo test car
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Well its not really all about Hondata is better or not better than AEM. I know the numbers and I'm still sticking with my AEM reguardless of what anyone else is doing. Its really all what suits a person's needs. I have had no issues with my AEM and it seems to work perfect for my setup. I think mostly its just a matter of preference. An ECU is only as good as the person tuning it. Im not worried that my AEM wont make numbers, cause I know it will when I need it to. The convienience is that its probably cheaper to have tuned and there is less crap to go through initially on setup.
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There is actually a lot more to consider than just the person who is tuning an ECU.
The way Honda implement their maps and tuning for VTEC is better than pretty much all after market engine management systems.
For example, the Honda ECU contains completely separate fuel and ignition maps for both the low and high cam shaft. On the D17 That is two fuel maps, and two ignition maps, one for each cam profile. On the K series engine, there are 12 fuel and ignition maps, one for each cam angle from 0-50 degrees.
The reason for the multiple maps is refinement and power. There is more of the powerband mapped for all possible conditions.
An example of this is what we call a VTEC window. At 2400 rpm for example, you can be on the high or low cam depending in throttle position. At partial throttle you will be on the low cam, with ignition and fueling to suit. At full throttle you will switch to the high cam with different ignition and fuel settings.
More behind the scenes stuff you do not get to see is reliability. The Honda ECU runs two microprocessors. Should the main processor fail, the secondary one take over.
Error checking. The stock ECU has a very comprehensive error checking system to determine when sensors are out of range or faulty. The stock ECU has sensor learning, where it will adapt to the noise you get on the crank and cam sensor lines.
Dig deeper still and you will find a lot of differences. Honda have probably spend more money and R&D time on just getting their cars to start first turn of the key and idle smoothly than most companies have in developing their entire engine management systems.
The way Honda implement their maps and tuning for VTEC is better than pretty much all after market engine management systems.
For example, the Honda ECU contains completely separate fuel and ignition maps for both the low and high cam shaft. On the D17 That is two fuel maps, and two ignition maps, one for each cam profile. On the K series engine, there are 12 fuel and ignition maps, one for each cam angle from 0-50 degrees.
The reason for the multiple maps is refinement and power. There is more of the powerband mapped for all possible conditions.
An example of this is what we call a VTEC window. At 2400 rpm for example, you can be on the high or low cam depending in throttle position. At partial throttle you will be on the low cam, with ignition and fueling to suit. At full throttle you will switch to the high cam with different ignition and fuel settings.
More behind the scenes stuff you do not get to see is reliability. The Honda ECU runs two microprocessors. Should the main processor fail, the secondary one take over.
Error checking. The stock ECU has a very comprehensive error checking system to determine when sensors are out of range or faulty. The stock ECU has sensor learning, where it will adapt to the noise you get on the crank and cam sensor lines.
Dig deeper still and you will find a lot of differences. Honda have probably spend more money and R&D time on just getting their cars to start first turn of the key and idle smoothly than most companies have in developing their entire engine management systems.
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Turbo Guru
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These are exactly some of the features that I like so much about kpro. You aren't chasing ghosts the way you do with aem. Its much more user friednly, imo, and there are alot more safety nets you can set up with the kpro to prevent engine damage. You guys do great work!
I Hunt Goats, Rams, And Mustangs.
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From: CenTex
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There is actually a lot more to consider than just the person who is tuning an ECU.
The way Honda implement their maps and tuning for VTEC is better than pretty much all after market engine management systems.
For example, the Honda ECU contains completely separate fuel and ignition maps for both the low and high cam shaft. On the D17 That is two fuel maps, and two ignition maps, one for each cam profile. On the K series engine, there are 12 fuel and ignition maps, one for each cam angle from 0-50 degrees.
The reason for the multiple maps is refinement and power. There is more of the powerband mapped for all possible conditions.
An example of this is what we call a VTEC window. At 2400 rpm for example, you can be on the high or low cam depending in throttle position. At partial throttle you will be on the low cam, with ignition and fueling to suit. At full throttle you will switch to the high cam with different ignition and fuel settings.
More behind the scenes stuff you do not get to see is reliability. The Honda ECU runs two microprocessors. Should the main processor fail, the secondary one take over.
Error checking. The stock ECU has a very comprehensive error checking system to determine when sensors are out of range or faulty. The stock ECU has sensor learning, where it will adapt to the noise you get on the crank and cam sensor lines.
Dig deeper still and you will find a lot of differences. Honda have probably spend more money and R&D time on just getting their cars to start first turn of the key and idle smoothly than most companies have in developing their entire engine management systems.
The way Honda implement their maps and tuning for VTEC is better than pretty much all after market engine management systems.
For example, the Honda ECU contains completely separate fuel and ignition maps for both the low and high cam shaft. On the D17 That is two fuel maps, and two ignition maps, one for each cam profile. On the K series engine, there are 12 fuel and ignition maps, one for each cam angle from 0-50 degrees.
The reason for the multiple maps is refinement and power. There is more of the powerband mapped for all possible conditions.
An example of this is what we call a VTEC window. At 2400 rpm for example, you can be on the high or low cam depending in throttle position. At partial throttle you will be on the low cam, with ignition and fueling to suit. At full throttle you will switch to the high cam with different ignition and fuel settings.
More behind the scenes stuff you do not get to see is reliability. The Honda ECU runs two microprocessors. Should the main processor fail, the secondary one take over.
Error checking. The stock ECU has a very comprehensive error checking system to determine when sensors are out of range or faulty. The stock ECU has sensor learning, where it will adapt to the noise you get on the crank and cam sensor lines.
Dig deeper still and you will find a lot of differences. Honda have probably spend more money and R&D time on just getting their cars to start first turn of the key and idle smoothly than most companies have in developing their entire engine management systems.
I understand all of that, and I won't argue one bit. Honda has it down packed and my RSX will run on only a K-pro if I decide to do the all motor build I've been thinking about. The difference in my case is that I have pretty much eliminated vtec from my turbo civic, the only time it turns off is basically when Im not in need of it like for cruising. I also have a bunch of mismatched stuff on there. I dont know how carried away you can get with all kinds of non-honda sensors, maybe you could enlighten me in that department. I really only drive it to race it or beat the hell out of it. I only have 23,000 miles on my 02 but they are very HARD miles haha. I fully understand that to build such a fine tuned powerplant like a K series, Honda has their **** together but AEM got me a box over a year ago and I have had no issues with it. I cant justify taking a big hit on it to switch to a Hondata setup now. (unless anyone wants to sponsor my car!)
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You made the best decision for your tuning your vehicle, for what was available at the time.
As far as sensors are concerned, the K-Pro will use a variety of MAP sensors. It needs to use the stock crank, cam and temperature sensors.
As far as sensors are concerned, the K-Pro will use a variety of MAP sensors. It needs to use the stock crank, cam and temperature sensors.
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