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Engine Management Information Thread

29K views 33 replies 22 participants last post by  SilverDeamon 
#1 · (Edited)
Below is a list of different engine management systems, and their features. After listing the engine management systems I found, i'll include a price list at the bottom of the page.

Links to engine management systems:
Megasquirt
Autronic
Motec
Haltech
AEM
Tec 3
Microtech EFI
E-Manage Ultimate
E-Manage (Blue)
MAP ECU
Pro EFI

Engine Management Systems and their Features

Autronic SM4


HARDWARE:

Main Connector 42 way sealed with protective cover.

PC serial data link connector 3 way 3.5 dia.

Case, silver extruded aluminium, 130 x 124 x 48 MM (overall).

Processor speed 25% faster & overall performance > 2.OX previous generation.

OK to 13,000 rpm on 16 cylinder engine. 1 to 12 cylinders to > 16000rpm.

ECU to PC data link operates at up to 115k baud for fast cal down load & Log file upload (19sec typ for 112k bytes). 112k logging memory.

Internal Diagnostic light & optional remote light.

High efficiency power supply & output drivers for reduced power consumption and reduced self-heating.

Four ignition outputs. (With external multiplexer up to eight) Rating Push-Pull +/-1 amp max. Up to 3 useable for alternate functions.

Software selectable mappable dwell or O/P pulse duration modes possible.

Four coil dwell, software selectable. (With external multiplexer up to eight)

Eight injector outputs. Rating selectable software 4/1 amp 2/0.5 amp peak/hold type for high & low current injector types or parallel operation of injector pairs. Rating may be specified independently for 2 groups of 4 O/Ps. Sequential, single or double shot 1 or 2 group fire possible for up to 16 injectors. Up to 7 useable for alternate functions.

10 General purpose (GP) outputs, 3 PWM (dedicated), 5 Pull-down @ 3.5 amp max, 1 Pull-down @ 1 amp max, 4 Push-Pull @ +/- 1 amp max (also suitable for stepper motor control).

15 PWM using GP outputs, spare Injector or Ignition O/Ps. All have 1 OHz min, 3 have upper limit of 50OHz, 2 have upper limit of 1.2KHz.

In-built dual reluctor interface / hall effect interface. Camshaft & crankshaft sensor inputs individually software configurable for hall effect & reluctor sensor types. Response speed is also software configurable for improved noise immunity.

Three general purpose digital Inputs with logic level sensitivity & pullup to +5volts. Useable for speed measurement. Switch I/Ps. Two are useable for Camshaft position measurement.

Knock control with individual cylinder retard (requires installation of additional internal module).

Variable Camshaft control for up to two camshafts. VANOS and other VVT and VVT-i supported.

Autronic or NTC air temp sensors, software selectable.

Internal or external map sensor, software selectable.

High and low injector driver software selectable.

Stepper motor idle control.

Support for most idle valve type including 2 wire, 3 wire & stepper possible. Stepper pins can be used for spare outputs if not used for idle control.

Support for air flow meters.

Internal Pressure sensor useable for MAP &/or barometric sensing.

Tacho & Diagnostic outputs.

3 x Spare Analog inputs (EGT, EBP, 02, etc...) Spare analog Inputs may be used as additional low speed digital inputs (eg:- switch inputs). Two have dual logic levels (two switch levels per input)

Analog inputs can be set for predefined calibrations or user defined calibrations.

SOFTWARE:

Autotune (self tuning software).
Launch Control (two step rev limiter based on vehicle speed).
Flatshift (change gears without clutch at WOT using standard gearbox).
Antilag (keep turbocharger on boost during gear changes) with turbo cooldown function.
Selectable ignition tables. Output tables can be based on any X and Y axis parmentier.
Fuel and ignition tables have 32 rpm and 16 load site axis.
Many correction tables for precision fuel & ignition adaption.
Table axis values totally user selectable.
Multi tooth, missing tooth, Subaru, Mitsubishi, Ford TFI and Gen3 triggers. Software selectable trigger angle.
Support for two and three rotor engines with ignition split.
Dedicated idle control with additional settings for better adaption to changing operating condition and a more stable idle.
Dedicated Closed loop boost control, and other settings for stable boost pressures. Dedicated A/C compressor control.
Dedicated twin cooling fan control.
Dedicated NOS injection control, coordinates fuel & ignition.
13 General purpose control modules for O/P control. (use for variable fuel pump, power steering, inlet manifold air valves, extra temperature control devices etc) 4 of these are capable of PID feedback control (typical application for PIDs are variable camshaft positioning or inlet manifold length).
Mapping via manifold pressure, throttle position, manifold and throttle or manifold, throttle and exhaust backpressure.


Autronic SM2


Features:

1. a. Eight injector drivers for full sequential operation on engines up to eight cylinders. May be set for 'semi-sequential' operation on engines having more than 8 cylinders. e.g:- 12 cylinder engine using 6 groups of 2 two cylinders.
b. All injector types catered for (0.9 ohm to 16 ohm coil resistance). Specify unit fitted with optional high current injector drivers for 0.9 ohm or twin injector applications.

2. User choice of manifold absolute pressure or throttle position as engine load input. Internal absolute
pressure sensor for simplified installation 0 to 200 kpa (0 to 29.4 PSI) and 0 to 300 kpa (0 to 44.1 PSI) available from stock. 0 to 450 kpa (0 to 66.1 PSI) available on request.

3. Single coil distributor, twin coil distributor or muilticoil distributor-less ignition configurations are possible on most engines.

4. Closed loop (feedback) boost pressure control for turbocharged engines with multiple calibration curves selectable by switch input or road speed (eg:- lower boost curve for use in low gear).

5. Closed loop (feedback) idle speed control.

6. Exhaust oxygen sensor input for sensing air/fuel ratio. Connect either a Bosch narrow band O2 sensor or for more demanding applications a Bosch wide band O2 sensor and Autronic Analyzer. The low cost narrow band sensor requires no interface adapters or expensive air/fuel ratio meters, and offers moderate accuracy and tolerance to leaded fuels. This function can be used to monitor air/fuel ratio during engine tuning or can be used for feedback control of air/fuel ratio for applications requiring exhaust catalytic conversion (feature available on request).

7. Diagnostic/Error indicator of sensor or ECU fault conditions with memory for detection of intermittent fault conditions.

8. Measurement of end correction for exhaust back pressure (applicable to turbocharged engines).

9. Control of engine cooling fans and coordination with air conditioner operation.

10. Programmable on/off output for solenoid or relay driving that operates according to engine speed and load (eg:- can be used for gear shift control or light, over rev indicator, inlet camshaft timing selection or control of a supplementary electric fuel pump that augments mechanical fuel pump delivery at low engine rpm only).

11. Precise spark advance control strategy for both static and dynamic operating conditions.

12. Unique calibration strategy allows accurate control of fuel delivery under both acceleration and deceleration.

13. User selectable spark and fuel delivery strategy for abnormal engine operation conditions to minimize possibility of engine damage whilst still maintaining engine operation.. (eg:- over heated or over boosted).

14. Comprehensive limp-home functions with user selectable default settings that ensure engine operation can continue after sensor failure has occurred.


15. User defined proportional output function that can be used for additional functions as outlined in 10 above or for a more sophisticated control function such as servo control of auxiliary butterfly for turbocharged applications requiring precise throttle control and minimum turbo lag.

16. Full compensation of engine control parameters for engine operation at any altitude (fuel delivery, ignition timing and boost pressure).

17. Adaptive learning (with memory) to minimize the number of user setups required and to provide optimal control of air/fuel ratio, boost pressure and idle stability.

18. Rev limiter with soft characteristic that uses a combination of fuel delivery and spark control.

19. Fuel pump safety shutoff. Pump stops 3 to 4 seconds after the engine stops.

20. Bi-directional input/output line for simultaneous connection of remote adjusting unit.

21. Standard unit is ultra light weight/compact yet has sufficient drive capacity for high power continuous duty applications. (one unit OK for all applications from motor cycle to large capacity twin turbo engines).

22. User configurable data logging of up to 17 channels with the selected channels being sampled as fast as 50 times a second. With 32k bytes of non volatile memory.

23. Optional interface unit to allow sequential operation without the need for separate crank/camshaft sensors or special multi-sensor distributor.

24. Fuel used pulse output to electronic or electromechanical counter with resolution of 0.1 liter (or use with trip computer).

25. Remote monitoring of all functions using telemetry adapter, ECU can perform simultaneous logging and telemetry.

26. Water injection/intercooler cooling for intake charge temperature control in turbo/super charged applications.

INPUTS

Sensors:

Main:
1. Ignition input Hall effect, (Also available for direct connection to magnetic reluctor type pickups).
2. No. 1 cylinder reference. (Also available for direct connection to magnetic reluctor type pickups).
3. Road speed input. Hall effect (Also available for direct connection to magnetic reluctor type pickups).
4. Turbo speed input. Magnetic Reluctor (must use optional interface adapter).
5. Barometric pressure. (Internal to ECU).
6. Manifold pressure. (Internal to ECU).
7. Throttle position.
8. Intake air temperature.
9. Engine coolant temperature.
10. Exhaust back pressure (optional).
11. Exhaust oxygen. (or optional Wide Range Air/Fuel Ratio Sensor).

Auxiliary:
1. Air conditioner request.
2. Boost curve select.

Adjustments Idle mixture trim. (Internal to ECU and screwdriver adjustable from outside).


OUTPUTS

Main:
1. 8 off injector driver. (Optional 2 injectors per driver).
2. 4 Ignition output.
Open collector output to any of the following:
1. Single coil high energy ignitions: Bosch 7 pin, Mitsubishi 3 pin.
2. Autronic Capacitor Discharge Ignition.
3. MSD 6A etc..
(4 outputs are available allowing multi coil distrubtor-less ignition for applications on engines up to 8 cylinders).

Auxiliary:
1. Fuel pump/injector fuel shut off safety relay.
2. Air conditioner clutch relay.
3. Engine/Air conditioner cooling fan relay.
4. Engine cooling fan relay.
5. Idle speed actuator. (Variable duty cycle single pole type, eg:- Bosch).
6. Turbocharger wastegate control valve. (SEM, most OEM types or Autronic low or high capacity).
7. Turbocharger auxiliary butterfly control motor.
8. Spare duty cycle output with user define characteristic.
9. Fuel used pulse output. (for trip computer function).


Haltech E6X


Features:

Up to 4 fuel and 4 ignition channels (internal toggle)
4 dedicated PWM outputs
1 auxiliary input
1 auxiliary output (tacho output)
Dedicated closed loop idle control
Dedicated closed loop O2 correction
8 injector drivers as standard equipment
An internal barometric pressure sensor
New RA8 reluctor adaptor
Rev Limiter
Deceleration fuel cut
Datalogging to laptop
Flatshift
Dual Mapping
High boost software (up to 65 pounds with optional MAP sensor)

The E6X is capable of controlling up to 8 low impedance or
16 high impedance injectors. If necessary an additional driver
box can be added for more injector outputs. The E6X System
optimizes engine performance by giving full control over fuel,
ignition and auxiliary outputs.

PWM outputs:
*electronic boost control *thermofan *anti-lag *VTEC
*engine control relay *NOS enable *BAC valve *shiftlight
*intercooler fan *turbo timer *stall saver *air con
*aux. fuel pump *staging signal *dual intake valve
*torque convertor
(not all functions are available at the same time)

System Features:

Fuel Correction Maps:
Coolant Temperature, Air Temperature, Battery Voltage, Cold Prime, Zero Throttle, Full Throttle, Injector Phasing (Seq. only), Throttle Pump, Injector Trim (Seq. only), Barometric Pressure, Ignition Correction

Maps:
Ignition Crank, Air Temperature, Coolant Temperature

Trigger Signal Type:
Inductive Magnetic-(Internal Signal Conditioning), Hall Effect Sensor, Optical Sensor

Trigger Pattern:
Twin Trigger, Multi-Tooth, Subaru, Single Pulse per Cycle, Bosch Motronic (60t-2), Nissan, Mazda, Diahatsu

Ignition Configuration:
Twin Distributor, Twin Rotor (Dist. or DF), Single Distributor, Direct Fire: 1-4 Cylinder, Waste Spark: 4, 6, 8 cylinder

Injector Firing Mode:
Throttle Body (Batch), Sequential (up to 4 banks), Multi-Point, Staged

ECU inputs:
MAP Sensor, Coolant Temperature, Air Temperature, Throttle Position, Internal Barometric Sensor, Primary Trigger, Secondary Trigger, Oxygen Sensor, Spec Purpose Digital, 2x Gen. Purpose Analog, Road speed

ECU Outputs:
Injector Drivers: 8, Fuel Pump Relay Control, Dedicated PWM Outputs (4), Idle Air Control (IAC), Ignition Output, Spec. Purpose Digital (2)


Haltech F10X


System Features:

Maps:
Coolant Temperature, Air Temperature, Battery Voltage, Cold Prime, Zero Throttle, Full Throttle, Throttle Pump, Auto Barometric Comp.

Trigger Signal Type:
Hall Effect Sensor, Coil Negative, Optical Sensor

Trigger Pattern:
Single Pulse per Cycle

Injector Firing Mode:
Multi-Point, Throttle Body (Batch), Staged

ECU Inputs:
Primary Trigger, Air Temperature, Throttle Position, MAP Sensor, Coolant Temperature

ECU Outputs:
Injector Drivers F10X (4), Fuel Pump Relay Control, PWM outputs (x4)*, Special pupose digital (1)*, Idle air control (IAC)*, Closed loop O2 correction*

Accessories:
Fuel / Boost Trim Module, Boost Control Solenoid, Idle Air Control Motor, O2 Sensor

Engine Data:
Map Storage and Retrieval, Data Logging


Tec 3

Standard features:

PC programmable and configurable for 1, 2, 3, 4, 6, 8, cyl. engines and Rotories with a 12 cyl.and 6 cyl dual plug option

Operate in Open or Closed loop

Run True Sequential, Phased Sequential or Simultaneous Injection with individual cylinder trim

Configurable for TBI, MPI, TPI and individual throttle bodies

Additional Injector Output Drivers built-in.. Run Low or High impedance injectors

Full 150 mJ of Spark Energy directly to the plugs without misfire

New Dual Rev Limiters with ‘Triple Smooth Technology’.. 1st step retards timing to a negative -12º degrees.. 2nd step cuts coil current in half.. 3rd step coil current and fuel are cut-off.. all three steps occurring within milliseconds!

Waste Gate (Boost Control), Nitrous Control with up to 4 stage retard available

Four Programmable GPO’s (General Purpose Outputs) to control or activate VTEC, Shift Lights, Water Pumps and Fans, A/C Compressor, Torque Converter and more.

New Programmable Adjustable Electronic Tachometer Output

Uses primarily GM type sensors

Diagnostic monitoring with codes issued through Check Engine Light

Easy to install bolt-on Trigger Wheel and Mag Sensor Kits available for many applications

New On-Board Data Acquistion:

Adjustable Sample Rates up to 100 samples per second Simultaneously record data from up to 25 inputs including: Air/fuel Ratios, Injector Duty Cycle and Pulse Width, RPM and Throttle Position, Gear Position, MPH, Boost (manifold pressure) and much more!

Additional configurable Digital and Analog Input Channels View Multiple Data Graphs side by side or Graphs may be overlayed for comparison Graphic Screen Displays may be Printed

Data may also be exported to a Spreadsheet program for further analysis Data Logging can be started and stopped manually using a switch, or the system can be configured to automatically start and stop via values pre-set by the user

The TEC³ Engine Management System will run the following configurations:

4 Cylinder, 6 Cylinder, 8 Cylinder, 4 Cylinder (Dual Plug), Staged Injection, Sequential Injection

(From Lambchop)

Installation
In theory, the TEC3 only needs 2 sensors to get a motor up and running...the crank trigger and MAP sensor. The TEC3 uses a 60-2 trigger wheel, the wheel has 60 teeth with 2 of them missing, each tooth represents 6 degrees of advance allowing the TEC3 to have very accurate timing. A crank trigger sensor reads the wheel, the wheel needs to be installed in a specific orientation relative to piston 1 TDC, this tells the TEC3 engine speed and piston location/stroke. The MAP sensor is needed to tell the TEC3 engine load.

Pros: Very easy installation, accurate timing with high resolution.
Cons: Trigger wheel wobbles a little bit, cannot use stock crank wheel/sensor.

Tuning
The TEC3 has 2 main tables for tuning, VE and Ignition Timing. Once you install the TEC3, you can use the Tuning Wizard software to create a base map for you. You enter the injector size, MAP sensor size, horsepower level, and a few other injector parameters. From these inputs a raw fuel curve is created. You alter the VE table by either adding or removing up to 50% of fuel from it. Altering the Ignition Timing map is pretty straight forward, set the timing angle to ignite the air/fuel mixture.

Pros: Tuning software isn't too difficult to use, pretty straight forward.

Cons: The VE table allows a max of 50% of fuel modification. If you find yourself needing more than 50%, you'll need to alter the pulsewidth offset. If you change the pulsewidth offset, you'll need to go back and redo the rest of the VE table. Since the VE table is just a raw fuel curve, if you have an inconsistent MAP reading, you'll see your injector pulsewidth constantly change. This makes it a little difficult to get a very smooth idle. There's a way to work around this though and that's to use the TPS blend feature. The TPS blend feature allows you to use the TPS sensor voltage as a percentage of your MAP reading.

Inputs/Outputs
The TEC3 has 4 GPOs (general purpose outputs) and 4 GPIs (general purpose inputs). Two of the GPOs can be used as a PWM output. One of the GPIs can be used for auto-tuning another fuel map called the EGO table. There are some nice features of the GPIs like using a toggle switch that triggers a "Valet Mode" that will activate a RPM limit. Another feature is enabling a onboard data logger.

Fuel Enrichment/Cut off
The TEC3 has fuel enrichment for acceleration, intake air temperature correction, coolant temperature correction, battery voltage correction, deceleration fuel cut off, and over boost fuel cut off.

Knock Control
The TEC3 has a knock control feature that will retard timing and slowly add it back.

Pros: You can splice your stock knock sensor to it.
Cons: Reads only 1 knock sensor, the 2JZ has 2 knock sensors. There's no way to calibrate the knock sensor voltage.

Sensor Calibration
The TEC3 has a calibration option for TPS, knock, MAP, coolant, intake air temperature, and EGO.

Pros: Stock sensors can be used for most of the sensors.
Cons: The calibration is very limited, you can enter a min and max voltage value as well as a default error value.

Overall Opinion
Pros: The TEC3 has an unbelievable ignition system. It's very powerful and works well in the IS300s wasted spark setup. It's very easy to tune, easy to setup, is pretty complete (no need for an ignition amplifier or knock retard system), and works pretty well.
Cons: The tuning software is pretty buggy and the firmware has quite a few bugs. Granted all software in the world has their share of bugs but it comes down to how severe the bug is. Upgrading the firmware can cause the TEC3 to lock up, it's documented about 5% of the units will lock up...pretty scary statistic. Can't retrieve the cal file once it's downloaded on the unit.


E-Manage Blue

GReddy’s e-Manage is a cost effective programmable engine management system that allows you to properly tune your factory engine control without having to change the entire factory ECU system to an expensive "stand-alone" unit or the inconvenience of sending it out for a full ECU reprogram. The e-Manage system is a true universal "piggy-back" type unit that taps into most Japanese factory ECU wiring, by utilizing the vehicle’s existing sensors (or optional upgraded sensors if factory sensors are maxed out). The major benefit is the factory ECU settings become your "Base-MAP" for tuning. There is no need for extensive tuning for normal driving conditions, but does allow the tuner to fine tune, adjust for injector changes, and add new MAP(s) for situations the factory ECU is not capable of (like on-boost conditions). And as technological breakthroughs are achieved, we offer FREE updates via our greddy.com website’s Tech page. Basic functions will allow the tuner to slightly alter factory injector duty-cycle (± 20% at 5 preset RPM points) by intercepting and altering airflow or MAP sensor signals. An option for Honda VTEC cars will allow you to even adjust the VTEC shift point. Additional features are built into the system but are only accessible through the use of the e0-1, PRofec e-01 programmer or our PC-Windows based "e-Manage Support Tool" communication software (sold separately). There is a 16x16 airflow adjustment map, a maximum 50% larger main injector correction adjustment, upgrade air flow meter adjustment, boost limiter cut, anti-engine stall, VTEC-fuel adjustment, real-time map trace, real-time display, real-time communication and basic Data-logging. With the use of our "Optional Injector Harness" and the software, the unit has the ability to control an additional 16x16 injector duty cycle map and the controls for adding up to 2 additional sub-injectors. If the "Optional Ignition Harness" and the software are used the unit has the ability to control a 16x16 ignition timing map. All of the above maps can also be map-traced in real-time as well. If the factory range of map or airflow meter is surpassed, you can incorporate a larger airflow meter or our "Optional GReddy Pressure Sensor and Pressure Harness" to set larger scales of adjustment. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)

(injector and ignition harnesses are separate from what i see here on their page, along with an array of other options. They dont come standard.)



E-Manage Ultimate

The GReddy e-manage Ultimate is as close to a stand-alone management system as you can get while maintaining the best features of a "piggy-back" engine management; an economical price, the usage of existing sensors, the ability to easily alter factory settings and not having to tune from scratch. But unlike the original e-manage, the Ultimate is more refined, requiring specific application usage (which we are constantly adding application updates that you can download FREE via greddy.com, Tech WebPages.) The benefit of this is, the included PC-based USB "Ultimate Support Tool" allows for even finer tuning capabilities, improved flexibility in fuel & ignition control and adds impressive data-logging qualities to make tuning quicker and easier. The increased number of input and output ports of the Ultimate, along with new built-in adapters add many new options to the unit. In addition to standard e-manage airflow-based adjustments, the Ultimate version includes new and upgraded features. The Parameter Set-up, tab menu format of the Ultimate has improved direct Map control for adding and subtracting Fuel and Ignition. The ability to switch between 2 preset tuning Maps (i.e. Street or Race program) via externally mounted toggle switches. There are Maps for Individual cylinder adjustment for both Fuel and Ignition. There are also options to convert injection and ignition systems (i.e. group or sequential injection and group or individual fire ignition.) An Airflow Output Map option even allows for airflow meter elimination. And when used with a wideband A/F Meter, the Air Fuel Target Map can self-tune an Injector base tuning Map, to speed up initial tuning. There are also built-in Boost, Rev and Speed Limiter-Cut features. To create super smooth operation, there are various fine tuning Correction Maps to adjust for Throttle Acceleration, Vehicle Speed, Water Temp, Intake Temp, Auto Trans Shift, Anti Engine Stall, and Idle. To further aid in tuning, e-manage Ultimate’s improved integrated Monitoring, Map Tracing and Datalogging features far exceed any other piggyback controller on the market. Even when not connected to the software, 8 channels of datalogging (at 20msec intervals) can be recorded and stored to be reviewed later. With the Support Tool connected, over 30 channels can be covered. Other new features include: Improved RPM recognition, Warning Settings, Password Protection for individual tuning Maps, NVCS (Nissan), VTEC (Honda), O2 Feed-back, Clean Fouled Plugs, and numerous others in future updates. Ideal for optimizing and fine-tuning for performance products like Exhaust, Air Intake, Intercoolers, Boost Controllers, and Turbochargers, the e-manage Ultimate fills the gaps between conventional piggyback and expensive stand-alone engine managements. All installation and tuning should only be made by a trained technician with proper air/fuel monitoring tools. (Some or all functions may not be compatible with some applications.)

(same thing about harnesses from the blue apply here, along with an array of different sensors.)


Map ECU

The MAP-ECU replaces voltage and frequency based air flow meters with Manifold Absolute Pressure (MAP) based load sensing. Voltage types include the spring door flap and hot wire types used by numerous manufactures. Frequency based units are commonly known as Von Karmen Vortex Frequency air flow meter as used by Mitsubishi™ or DSM vehicles and some other manufacturers.

This MAP-ECU combines the functionality of other manufacturers Air Flow Converters and Vane to Pressure Converters into the one unit, plus more. It is supplied with a blank table for professional engine tuners who have the experience to customise the configuration. Pre-programmed units will follow for popular vehicles with starter tables, depending on demand. The MAP-ECU is programmed using a 2D Table Mode or the 3D Graph Mode. Both views allow real-time editing of the MAP-ECU configuration.

The MAP-ECU has a built in serial port which is connected to an Industry Standard PC running Microsoft(™) Windows2000(™) or WindowsXP(™).

Configuration and monitoring is accomplished using our proprietary graphical user interface. The graphical user interface allows real-time configuration and monitoring of the MAP-ECU, even while running the vehicle on a Dyno, etc.

The output data is computed from a 374 Zone table at over 100 times per second based on Manifold Absolute Pressure (-10 to +30 PSI) and RPM (0-8000).



Map ECU V2

The MAP-ECU2 replaces voltage and frequency based air flow meters with Manifold Absolute Pressure (MAP) based load sensing (Speed Density). Voltage types include the spring door flap and hot wire types used by numerous manufactures. Frequency based units are commonly known as Karman Vortex Frequency air flow meter as used by Mitsubishi™ or DSM vehicles and some other manufacturers.

This MAP-ECU2 combines the functionality of other manufacturers Air Flow Converters and Vane to Pressure Converters into the one unit, plus more. It is supplied with a blank table for professional engine tuners who have the experience to customise the configuration. Many base tables are available for popular vehicles. The MAP-ECU2 tables are programmed using a 2D Table Mode or the 3D Graph Mode. Both views allow real-time editing of the MAP-ECU2 Fuel, Timing, Auxiliary Injector and O2 Adjust configuration.

The MAP-ECU2 combines the functionality of the MAP-ECU with full Timing control, OEM Air/Fuel Ratio Adjust, Auxiliary Injector control and Electronic Boost Control. It also has many on-board functions that usually require the purchase of secondary piggyback controllers such as:

* Launch Control
* Fuel Cut Defender
* Speed Cut Defender
* Speed Adjust
* NOS Control
* RPM Switch
* Pressure Switch

The MAP-ECU2 has a built in serial port which is connected to an Industry Standard PC running Microsoft(™) Windows2000(™) or WindowsXP(™).

Configuration and monitoring is accomplished using our proprietary graphical user interface. The graphical user interface allows real-time configuration and monitoring of the MAP-ECU, even while running the vehicle on a Dyno, etc.


AEM EMS

Installs in minutes using Plug & Play technology—no wiring necessary!
Start-up calibrations included
Live help window eases tuning process
Set-up Wizard creates a custom base map for your car
System is fully enabled—Never pay for upgrades!
Free software updates on aempower.com
Uses all the factory sensors
Runs on Windows™ compatible software
Fuel table automapping
Programmable traction control
Onboard 512kb datalogger
Up to 10 cylinder sequential fuel injection
16 general-purpose outputs
7 definable switch inputs
Electronic boost control
Soft cut rev limiters
Two step launch control
Wet or dry nitrous control
Definable knock control
Full idle control
4 EGT inputs with fuel control
16/32 hybrid high speed processor

(From Turbo97se)
· 10 Injector outputs
· 5 Ignition outputs
· 1 Fuel pump output
· 4 +12v User defined drivers (VTEC, EGR, etc) outputs
· 2 O2 Heater ground controls
· 2 Temperature controlled outputs (radiator fan etc.)
· 6 user defined (-) switched outputs (NOS, a/c, purge, etc..)
· 1 Check engine / shift light
· 1 Tachometer output
· 2 PWM outputs (may also be run as switched outputs) boost control,
· Double VANOS/VVTi support
IAC motor, staged nitrous, etc)
· 2 Stepper motor drives (may also drive 4 wire antagonistic pair outputs). Can be configured to run any IAC drive system available (except drive by wire)

Inputs:
· 2 Knock channels with control
· 2 O2 channels with control
· 4 Thermo couple inputs (RTD Type Only)
· 4 Speed sensor inputs
· 1 Spare temperature input
· Throttle position
· Manifold pressure / Mass air input
· Barometric pressure sensor
· 2 Spare 0-5v input (pressure sensor, or position sensor)
· Battery voltage sensing
· Clutch or neutral input (may be used for 2-step rev control)
· Crank position (timed)
· Cam position (timed)
· Extra TDC or air flow (Vortex) input
· Speed sensor input (for gear selection, traction control, etc)
· Filtered sensor ground

Software
·traditional or boost comp tuning
· user definable 17 Load sites, 21 rpm sites
· user definable Coolant sensor
· user definable Air inlet temperature
· user definable injector parameters (inj adv, voltage compensation, staged injection etc..)
· Primary and secondary fuel/ignition maps with on the fly switching

Memory:
· 512 Kilobyte internal logging memory - logs upto 250 sample/sec on 7 channels and 31 samples per second on 8 channels simultaneously. Loop/switched logging possible
PC logging lso available (lower sample rates)
· Flash ROM
· Fault logging
Communication:
· RS-232 pc com link
· High read/write duty

Some other comments would be try to download the software for each of these engine management systems and play around with them a little to see if you like the feel of the set up. I found the user interfaces for some of these engine management systems rather clunky and non-intuitive. I felt that way about the AEM at first until I started using other emses. If you don't tune yourself, this is a don't care if you like to tinker, defiitely look into this.

Advantages of AEM:

1. Most things are user definable which is why you can use all stock sensors. a. If you have non-plug and play then you can wire into almost any car since cam/crank parameters can be set up to sync correctly.
b. You can tweak almost any parameter to get things running better.

2. Lot's of tuners around and forums with info.

3. Good bang for the buck

Disadvantages:

1. Because everything is configurable, setting it up for initial use for any car is a big task. Once the base map is done though, it's good to go

2. Questionable reliability. Some people have complained of poor reliability. I have not had this issue myself. My only complaint is that AEM cheaped out on some stuff such as high and low impedance injector drivers, and direct ignition coil drivers. Arguably this should make it more reliable since those things can produce more heat inside the box, but still!

3. Lack of ability to lock calibrations. Most EMSes can lock parts or all of calibrations, the AEM cannot easily be done especially by a regular end user. Some would argue why do you want to lock a cal anyway? Well, I would like to have the choice myself. The AEM was architected with this function but it was disabled.




Now, i said i would post pricing, so here it is, folks:

Autronic SM2: 2000
Autronic SM4: 2200
AEM EMS: 1800 - 2500
E-Manage Ultimate: 500 - 1100, depending on options
E-Manage Blue: 300 - 900, depending on options
Haltech E6x: 1170
Haltech F10x: 910
Tec3: 2295
MapECU: 400
MapECU V2: 700


If there are any other engine managements you would like to see, let me know, and I'll look up their specs and post them up here.
 
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#2 ·
+rep bro.. that's definitely a lot of good info.

You'll probably have to add to the list the new AEM Fuel & Ignition Controller. I don't think it's out soon, but it will be a good alternative probably to the EMU and perhaps a good way for some to get familiar with AEM style software.
 
#4 ·
Thought I would update the AEM specs a little

· 10 Injector outputs
· 5 Ignition outputs
· 1 Fuel pump output
· 4 +12v User defined drivers (VTEC, EGR, etc) outputs
· 2 O2 Heater ground controls
· 2 Temperature controlled outputs (radiator fan etc.)
· 6 user defined (-) switched outputs (NOS, a/c, purge, etc..)
· 1 Check engine / shift light
· 1 Tachometer output
· 2 PWM outputs (may also be run as switched outputs) boost control,
· Double VANOS/VVTi support
IAC motor, staged nitrous, etc)
· 2 Stepper motor drives (may also drive 4 wire antagonistic pair outputs). Can be configured to run any IAC drive system available (except drive by wire)
Inputs:
· 2 Knock channels with control
· 2 O2 channels with control
· 4 Thermo couple inputs (RTD Type Only)
· 4 Speed sensor inputs
· 1 Spare temperature input
· Throttle position
· Manifold pressure / Mass air input
· Barometric pressure sensor
· 2 Spare 0-5v input (pressure sensor, or position sensor)
· Battery voltage sensing
· Clutch or neutral input (may be used for 2-step rev control)
· Crank position (timed)
· Cam position (timed)
· Extra TDC or air flow (Vortex) input
· Speed sensor input (for gear selection, traction control, etc)
· Filtered sensor ground
Software
·traditional or boost comp tuning
· user definable 17 Load sites, 21 rpm sites
· user definable Coolant sensor
· user definable Air inlet temperature
· user definable injector parameters (inj adv, voltage compensation, staged injection etc..)
· Primary and secondary fuel/ignition maps with on the fly switching
Memory:
· 512 Kilobyte internal logging memory - logs upto 250 sample/sec on 7 channels and 31 samples per second on 8 channels simultaneously. Loop/switched logging possible
PC logging lso available (lower sample rates)
· Flash ROM
· Fault logging
Communication:
· RS-232 pc com link
· High read/write duty

Prices range from $1800 to $2500 depending on vendor and options. PNP vs. non-PNP etc...

Some other comments would be try to download the software for each of these engine management systems and play around with them a little to see if you like the feel of the set up. I found the user interfaces for some of these engine management systems rather clunky and non-intuitive. I felt that way about the AEM at first until I started using other emses. If you don't tune yourself, this is a don't care if you like to tinker, defiitely look into this.

Advantages of AEM:

1. Most things are user definable which is why you can use all stock sensors. a. If you have non-plug and play then you can wire into almost any car since cam/crank parameters can be set up to sync correctly.
b. You can tweak almost any parameter to get things running better.

2. Lot's of tuners around and forums with info.

3. Good bang for the buck

Disadvantages:

1. Because everything is configurable, setting it up for initial use for any car is a big task. Once the base map is done though, it's good to go

2. Questionable reliability. Some people have complained of poor reliability. I have not had this issue myself. My only complaint is that AEM cheaped out on some stuff such as high and low impedance injector drivers, and direct ignition coil drivers. Arguably this should make it more reliable since those things can produce more heat inside the box, but still!

3. Lack of ability to lock calibrations. Mot EMSes can lock parts or all of calibrations, the AEM cannot easily be done especially by a regular end user. Some would argue why do you want to lock a cal anyway? Well, I would like to have the choice myself. The AEM was architected with this function but it was disabled.

My intent here is to share what I know about the AEM since I am quite familiar with it and NOT to say that this is THE best and say that others are bad. Every one WILL have their own personal biases though. It is a good thread, but I had thought I had seen something similar to this type of thread before? Leo ... where are you? I am waiting for some TEC3 screen shots man! LOL
 
#5 ·
Leo ... where are you? I am waiting for some TEC3 screen shots man! LOL
LOL...I'll post some screen shots later on. I'll say this...some of you may think I'm crazy but one thing that impressed me with the TEC3 is it's ignition.

I'm so sick and tired of running a pretty rich idle (11:1'ish) to keep the engine from misfiring so I decided to install a brand new set of Denso IK20 plugs. They were gap'd at .040" and low and behold...misfire during idle improved. Did a bunch of 11.5 lbs highway pulls and no blow out under boost.
 
#7 · (Edited)
Here's my 2 cents on the TEC3, my intent is to share what I found with the TEC3...

Installation
In theory, the TEC3 only needs 2 sensors to get a motor up and running...the crank trigger and MAP sensor. The TEC3 uses a 60-2 trigger wheel, the wheel has 60 teeth with 2 of them missing, each tooth represents 6 degrees of advance allowing the TEC3 to have very accurate timing. A crank trigger sensor reads the wheel, the wheel needs to be installed in a specific orientation relative to piston 1 TDC, this tells the TEC3 engine speed and piston location/stroke. The MAP sensor is needed to tell the TEC3 engine load.

Pros: Very easy installation, accurate timing with high resolution.
Cons: Trigger wheel wobbles a little bit, cannot use stock crank wheel/sensor.

Tuning
The TEC3 has 2 main tables for tuning, VE and Ignition Timing. Once you install the TEC3, you can use the Tuning Wizard software to create a base map for you. You enter the injector size, MAP sensor size, horsepower level, and a few other injector parameters. From these inputs a raw fuel curve is created. You alter the VE table by either adding or removing up to 50% of fuel from it. Altering the Ignition Timing map is pretty straight forward, set the timing angle to ignite the air/fuel mixture.

Pros: Tuning software isn't too difficult to use, pretty straight forward.

Cons: The VE table allows a max of 50% of fuel modification. If you find yourself needing more than 50%, you'll need to alter the pulsewidth offset. If you change the pulsewidth offset, you'll need to go back and redo the rest of the VE table. Since the VE table is just a raw fuel curve, if you have an inconsistent MAP reading, you'll see your injector pulsewidth constantly change. This makes it a little difficult to get a very smooth idle. There's a way to work around this though and that's to use the TPS blend feature. The TPS blend feature allows you to use the TPS sensor voltage as a percentage of your MAP reading.

Inputs/Outputs
The TEC3 has 4 GPOs (general purpose outputs) and 4 GPIs (general purpose inputs). Two of the GPOs can be used as a PWM output. One of the GPIs can be used for auto-tuning another fuel map called the EGO table. There are some nice features of the GPIs like using a toggle switch that triggers a "Valet Mode" that will activate a RPM limit. Another feature is enabling a onboard data logger.

Fuel Enrichment/Cut off
The TEC3 has fuel enrichment for acceleration, intake air temperature correction, coolant temperature correction, battery voltage correction, deceleration fuel cut off, and over boost fuel cut off.

Knock Control
The TEC3 has a knock control feature that will retard timing and slowly add it back.

Pros: You can splice your stock knock sensor to it.
Cons: Reads only 1 knock sensor, the 2JZ has 2 knock sensors. There's no way to calibrate the knock sensor voltage.



According to the log above, with no engine load and around 5000 RPM, the TEC3 reads about 30 ms of knock. This is not knock, it's just engine noise.

Sensor Calibration
The TEC3 has a calibration option for TPS, knock, MAP, coolant, intake air temperature, and EGO.

Pros: Stock sensors can be used for most of the sensors.
Cons: The calibration is very limited, you can enter a min and max voltage value as well as a default error value.

Overall Opinion
Pros: The TEC3 has an unbelievable ignition system. It's very powerful and works well in the IS300s wasted spark setup. It's very easy to tune, easy to setup, is pretty complete (no need for an ignition amplifier or knock retard system), and works pretty well.
Cons: The tuning software is pretty buggy and the firmware has quite a few bugs. Granted all software in the world has their share of bugs but it comes down to how severe the bug is. Upgrading the firmware can cause the TEC3 to lock up, it's documented about 5% of the units will lock up...pretty scary statistic. Can't retrieve the cal file once it's downloaded on the unit.

I'll add more if I can think of more especially those screen shots LOL.
 
#8 ·
whats everyones opinion on the haltech e6x???
 
#9 ·
cheap
 
#11 ·
This thread is really useful. I’m amazed with the people who don’t hesitate to share their knowledge. It’s one of the reasons why I enjoy being part of this forum. I’m even thinking how I could be like those who are considered experts here. I haven’t even tried doing modifications alone by myself (I always needed assistance :( ), even replacements, just planning one with Mitsubishi Cold Air Intake by next week. I hope I could share it here… Last time I had engine trouble and couldn’t think of some way to get over it. That’s why now I’m doing searches regarding car management especially with the engine… Anyways, I admire you guys! You are all great! ;)
 
#13 ·
If i could add a pole, i would.
 
#16 ·
just wanted to put my .02 cent, IM using the MIcrotech now with No problems what so ever, so far i make 602rhp at 17 psi on pump gas
 
#18 ·
Edited this sticky, added links to all the EMS systems I can think of off the top of my head.
 
#19 ·
Here's a few more:

The Perfect Power SMT8-FT looks to be comparable to the EMU, and their software is nice.
Welcome to Perfect Power - Complete Engine Management and Fuel Injection Systems including Stand-alone and Piggy-back Systems

Unichip tuning software, since you can occasionally find unichip cheap used and being able to buy the software make it usable.
Tuning Software Basic - $290 | Unichip Maps


PCS - Powertrain Control Solutions - Engine Control

The Pro and Gen2 support Wideband targets, I believe this is the cheapest unit to do so. Should make it usable for boost up to the point where you need timing control.
MAF Translator
 
#20 ·
There are a few updates on the EMU. Use 2.20 and you have control over our SOHV intake VVTi. Also, TS offers removal of the micro switches and an extension so that switching between maps can be done remotely and with an OE looking switch.
 
#21 ·
Look no further than the Proefi 128 pin EMS:

The following information is from Larry at Sound Performance in Chicago. They are in my opinion the most renowned 2JZ experts in the country.

12 Injector drivers - All with built in Injector drivers!! Perfect for a twin injector setup on the Supra!!

16 Coil Drivers - Yes 16!!! No more waste spark!!

32 Analog inputs!!! - There are 32 analog inputs which will be preconfigured for anything you want to do... I.E. plug in a fuel pressure sensor and it automatically activates the trims associated with it. Put a Nitrous pressure sensor on your car and the computer trims fuel accordingly to bottle pressure!! You can datalog everything imaginable!!

10 Low side driver outputs - You can configure these to do whatever you can imagine. Also these will all support 4+ amps each!!

Built in wideband!! - That says it all!!

True volumetric efficeincy - So things like injector and pressure changes don’t have to be calculated and multiple maps changed, it’s all done in the background by simply entering your injector size and base fuel pressure. Actually knowing the injector size and fuel pressure, this allows us to make instantanious feedback changes to things like fuel pressure not staying constant, without relying on the O2 sensor for delayed information. Changing fuel type is as simple as entering the stoichiametric ratio for the fuel used.

Fault coding – Check engine light will tell you fault codes to help diagnose problems. Actions can be assigned with the fault codes. I.E. low oil pressure triggers a fault code, and activates a low rpm limiter. O2 sensor faults will automatically turn off block learning and closed loop feedback. Also the fault codes will be the same as the original ECU!!!

Traction control – multiple comprehensive traction control strategies including defined wheel speed differential between driven and non-driven wheels.

True knock sensing capability with specific knock frequency detection based upon the specific engine being monitored.

Multiple failsafe conditions making it nearly impossible to damage your engine in the case of tuning errors or mechanical malfunctions. I.E. lean, and knock conditions can be used to turn off nitrous, shut down boost etc….

O.E.M. manufactured ECU’s – The ECU’s are built by an O.E. manufacturer, so all ecu are 100% tested for vibration, temperature, loading etc… BEFORE you install them into your vehicle. Pro EFI ECU’s are as reliable as the factory units you take out. No more being stranded on the side of the road, or waiting weeks or months to get and issue repaired with the confidence of rolling the dice.

Drive by wire capability!!

Nitrous control:

Up to 4 stages!!

Control by speed, time, gear etc.....

Just enter the number of jets, jet size and target a/f and it does the rest!!

Add a nitrous bottle pressure sensor and it adjusts accordingly to pressure!!

Unlike other ECU's, you can target different a/fs for Nitrous with this unit in closed loop, or open loop, since the computer is based soley on V.E. it doesn't rely on the O2 sensor for hitting the desired a/f ratio. It does this based upon volumetric efficiency and desired equivelency ratio. Therefore there is less work for the O2 to do in closed loop, eliminating the chance for lean spikes typical of running nitrous!!!!

Fuel pressure compensation:

With the simple addition of a fuel pressure sensor, the computer will monitor and compensate for various fuel pressure. Lets say that you have a pump that is tired and your fuel pressure is not rising 1-1 any more. The computer will know and add neccessary fuel. Also if the pressure really gets unstable causing the computer to add too much pulse width, it will trigger a check engine light. It can also be set to initiate fuel cut, turn off the boost control, shut off NOS and lower the rev limiter. These safe guards can be triggered by the fuel pressure alone, by O2 activity or a number of other things!!

Boost Control Strategies:

Will be able to utilize dual solenoids to control pressure to both the top and bottom ports on any wastegate. This will give you VERY accurate control!!

Will be able to control boost by speed.

Will be able to control boost by time. Therefore if you spin the tires, and the vehicle speed sensor puts the boost map into a zone for higher boost.... the computer will know that it is wrong and hold the boost down until a certain amount of time.

Will control boost based on traction control. Traction control will be based on wheel speed differential!!

This computer will also know what gear you are in by simply entering gear ratios from the service manual, rear end ratio and tire size!!

Lean condition safety features:

In the case of a lean condition under certain circumstances (IE load, time etc) the computer can be programmed to shut down nitrous, lower boost, initiate fuel cut, initiate a rev limiter for a programmed duration of time until safe conditions return. This can also then be programmed to throw a code and activate the check engine light.

Misfire detection:

No more guessing if you have a misfire. This computer will tell you which cylinder and how often it misfires!! Think about how valuable this will be!! You will know instantly when it is time for new plugs.... or a coil pack is going bad....etc!!


20 channel thermocouple capability:

Yep..... 20 channel!! Put one in every runner..... downpipe..... anywhere you can think of!! This is critical in tuning an engine to run exactly the same on every cylinder!!!
 
#22 · (Edited)
Edited to be more factual.
MSII- v3.57 board- various firmwares (ex: 1.0.3)- Highlights-
- Batch fire in the same configuration as a saturated injector F10x configuration.
- Said drivers are peak and hold, does not require re-wiring to operate low impedance injectors.
- Software calibrations and board configurable to use OE IAT and Coolant sensors
- Board modifiable to operate OE ignitor, making the unit fully PNP'able
- Can integrate OE knock sensor via accessory circuit board
- Closed-loop a/f control via wideband input
- map switching available
- boost control
- Barometric correction setting via axillary MAP or upon start-up primary MAP reading.
- Accuracy tested to over 11,000 RPM.

Software- either MS code or TunerStudio- open source so very configurable, also due to being open source your somewhat on your own if you do not buy the unit from a resaler able to offer model specific support, there is no 1-800 line to call, not really for the novice DIY'er and tuner.

MSIIIx
- Sequential injection
- Better idle features/settings
- Possible VVTi control
- Still experimental.
 
#23 ·
Lets keep this thread to facts and leave personal feeling out of it. :)
 
#24 ·
The ProEfi 48 pin is a great alternative to the 128 pin for the more budget minded consumer. The major differences in the 48 pin are lack of knock control safety features, no built in traction control (which is amazing in the 128 pin), semi-sequential vs fully sequential firing, and boost control isn't as advanced. Other than that, the 48 pin is awesome.
 
#25 ·
Got your posts J. I'll try to update that post when i can. I actually might break this into separate posts, and link them all together.
 
#26 ·
Is there anyone on here running the ProEFI 128 pin, or the ProEFI 48 pin on their turbo IS300? I would like some better info on it from someone who has it on their car.
 
#28 ·
I'll answer you questions in a little over a week ;) Sound Performance is currently installing my ProEfi 128 and tuning the car. I believe Kaptain86 is running the proefi as well. If you hop over to Supra Forums, you'll find that every Supra owner running the ProEfi says it's the greatest thing since sliced bread. It's so good in fact, that it's better than anything Motec has at a quarter the price.
 
#27 ·
This isnt the thread to ask this in. This is just an information thread.
 
#29 ·
not sure if i missed it while reading throw these ... but which aem you guy talking about ... i had the aem 1050 now replaced by the aem 1060 ? but i wud have to make a harness to piggybak off the stock ecu
i also saw that dezod have one that plug and play
which one is good for a daily car that shud make 450 -500 hp
link to the dezod one
Dezod Motorsports AEM EMS Standalone Engine Management System-IS300 01-05
 
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