EA11R PNP Tuning

Tunes set up by Kei Sport USA

A considerable amount of work has gone into developing a robust tune for the PNP. The intention is to provide the same level of drivability as the OEM Suzuki ECU and increased performance. This is not a “limp to the dyno” tune. It is as complete as we can make it. Many tuning sessions, hundreds of hours of datalogging by testers on three continents, hours on a chassis dynomometer, and review by professionals with decades of experience have culminated in a tune which provides out-of-the-box performance.


The tune is optimized for 93 AKI fuel. It should be appropriate for 98 RON.


This tune supports boost levels up to 1.1 BAR of boost. This should be considered the upper limit of the OEM injectors and OEM turbocharger.

It is worth mentioning that most of these cars have lived full lives. We’ve noticed some differences in performance between our testers. This is most evident in the boost curve. While peak boost may be 1.1 BAR, fall off seems different for each car.

With an OEM exhaust, boost peaks before 4000 RPM, but begins to taper off quickly. It is under 0.8 BAR of boost at 8000 RPM. With an aftermarket exhaust from the turbo back boost will be around 0.9 BAR at 8000 RPM.


The rev limit is set at 9500 RPM. With an OEM exhaust, power falls off well before that.

Setting up for further tuning

The PNP is tuned using TunerStudio MS from EFI Analytics.

The TunerStudio MS Lite Reference for the Megasquirt-2 Product Range is a complete reference of all the available features for the megasquirt-II family of controllers.

Before diving in, please review the principles for interacting with the software.

Working with the Kei Sport USA tune

We have made specific effort to make the PNP a good foundation for modified applications. We’ve done so through a few specific ways.

VE and spark tables

The VE and spark tables are split between off-boost and on-boost conditions. Off-boost tables should not require any changes. On-boost tables can be scaled and changed as necessary to support different turbochargers and boost levels.

Injector changes

A few changes need to be made to support different injectors from stock:

  1. Required fuel
  2. Acceleartion enrichment
  3. Injector dead time

It is important to not compensate for different injectors by making changes to the VE table. VE is independent of injectors. If there is a discrepency between target AFR and logged AFR then one of the above factors should be fixed.