Please keep in mind this data was compiled in late 2004, please use it as a starting point but keep in mind there are probably other companies out there now.

This article is intended to answer everyone's questions about all of the available aftermarket ECU's, chips and tuning devices for Mustangs, other Fords and other makes in some instances. It seems like about once per day someone asks "Which ECU should I buy?" or "Which is better, X or Z?"  These questions are unacceptable because the answer depends on what you want for your car. Do a little research and figure out what is best for you. If you look hard enough you will find someone using each of the options below to control a really fast, high HP car, you just need to pick the best system for your goals and budget.

I will try to be as subjective as possible.  For reference, I chose the AEM system on my 91 Mustang street/strip car and I am very happy with it.  In order to remain unbiased I have asked for input from all of the resources I could think of.  Most of this information came directly from the company, so there was no room for me to misintrepret sales brochures.  I must say thanks to all the companies who participated.
So, here they are in alphabetical order.  If you have any corrections or contributions please do not hesitate to contact us.

***Please note all prices are approximate at the time of this writing.  Many of the prices are full retail listings, you will probably not have to pay full retail.***

Please feel free to link to this page from anywhere, but do not copy and paste (steal) the data from this article.

DFI/Accel Gen 7

Information Source / Company Response- I emailed Craig Smith at DFI and he provided all of this information in a timely manner.

Approximate Cost $1700 with 1 bar MAP, $1715 for 2 bar, $1766 with 3 bar Add $100 for EDIS compatibility Optional Wideband 02: $970 A kit includes an ECM, complete wiring harness, communication cable, Calmap software, and necessary sensors (w/a narrow band O2 sensor).

Hardware All the ECMs are basically the same and are software configurable for the type of ignition system they support. The one exception (unfortunately for this crowd) is the EDIS ignition. That requires its own firmware, but an EDIS capable ECM can basically run anything else too. Sensors necessary for installation are: coolant temp, air temp, manifold surface temp, and MAP (all included). A TPS is needed as well. We don't include a TPS with a kit but have some available if the car doesn't have one already. Won't plug into the factory harness, but some companies might be making adapters that let you do this. The DFI will work with TFI distributors, Ford EDIS modules, aftermarket distributors and crank triggers, and we also make distributors with integral hall-effect cam AND crank sensors for SBF, BBF, and Windsor engines. They have a bunch of different sub-harnesses available to connect to your ignition stuff so all you have to do is snap it into place.

Software/Connection Windows-based graphical display with serial interface.

Hardware Designed for Damn near anything. Has been used successfully on anything from a bone-stock Mustang to 2800+ HP race cars.

Special Features * Staggered batch (same as bank to bank with FAST) or sequential injector operation, selectable in software * Unit is user-configurable for sequential, staggered batch (sometimes called bank to bank) or TBI mode. * All ECMs provide control for fuel pump, 2 fans, IAC, 3 stages of nitrous, AC clutch, TCC, knock sensor * Nitrous control outputs can be activated based on engine speed, manifold pressure, and throttle position and can be used to activate a variety of devices * Dual fuel and spark mapping capability * Fuel cutoff AND 2-step ignition rev limiting * Boost builder feature greatly speeds spool-up time on turbo applications * Individual cylinder fuel control * Optional wide-band O2 control, closed loop capability * Data logging capabilities * 16x16 tables for VE, spark timing, target A/F ratio with editable 3D wire mesh graphical display * Runs high or low impedance injectors * VE table estimator for auto-generation of VE tables based on user-specified engine parameters

Datalogging Standard. Requires the laptop for data collection. Capable of monitoring any parameter controlled or calculated by the ECM. Auto-trigger capability.

Additional Items Needed None. You get everything you need for the engine management system to function. Compatible with standard GM sensors available at any parts store or through DFI if you need replacements. Wide band O2 is optional at $970.

Support Help available for any screen within Calmap by pressing F1 from that screen. All wiring diagrams accessible from within Calmap as well. Sold and supported through factory-trained dealer network. Engine Management Installation Centers (EMICs) available nationwide. Full-time technical support staff 5 days a week from DFI R&D headquarters. Post questions and receive answers on the Accel/DFI website or browse the online knowledge base for answers.

Advanced Engine Management (AEM) Engine Management System (EMS)

Information Source / Company Response- Half of this information came from myself and then it was checked by Scott Armish an AEM engineer.  He also contributed the other half of the information.  Response time was good.

Latest News- The following products are in development now and will be available before the end of the year: 0-5V wideband gauge for use with existing AEM standalone UEGO controllers, a line of rugged, competitively priced peak and hold injector drivers, a CDI coilpack combination (basically a CDI with built-in coils), and a Universal EMS kit that includes a complete high quality wiring harness.

Approximate Cost EMS: $1600 MAP Sensor: $125 Wideband O2 gauge: $450 (comes with controller, o2 sensor, gauge, bung, everything) Single Channel Wideband Kit: $350(non gauge o2 controller and sensor) Dual Channel Wideband Kit: $420

Hardware A new ECU which plugs and mounts directly in place of the stock one.  No additional wiring or vehicle modifications are required. The system works with all stock sensors and actuators.

Software/Connection Windows based, state of the art graphical software via serial cable to a laptop.  The EMS software is universal so if you friend has a Supra with an AEM it will look exactly like the Mustang AEM setup.  Startup calibrations provided at no additional cost. If the vehicle is stock, these calibrations will get you up and running very quickly. AEM Pro “Wizards” allow you to quickly modify your calibration by taking advantage of AEM’s library of popular tuning configurations. Example – response curves for over 70 popular OEM and aftermarket fuel injectors.  You can make real time changes to any parameter.

Hardware Designed for Has been used successfully in anything from a 225hp stock Mustang to a 1600hp race car. There are currently two EMS's.  One is designed specifically to plug and play into 87-93 Mustangs, the other is for 94-95's.  They are working on 96+  All of your stock sensors will work, all sensors are configured using drop down lists. All out, 1500hp race cars may opt for the AEM 1010 ECU which has more available input and outputs, this one does not just plug into your stock harness obviously.

Special Features All special features come standard out of the box.  You don't pay extra for anything.  This includes, sequential fuel injection, auto transmission control, intelligent boost controller- you can configure boost based on throttle percentage or vehicle speed, you can also wire in a high/low boost switch.  Soft or Hard cut rev limiter, 2 step rev limiter, "antilag" rev limiter- allows you to build a lot of boost a lot faster than a standard 2 step.  Fan control, fuel pump control, knock sensor feedback control, nitrous control- nitrous can be configured based on throttle, speed, boost level, etc, etc.  Alcohol sprayer control.  Essentially you can wire in any type of device and control it based on any of the parameters in the EMS, from vehicle speed to boost level. · 16/32 Hybrid high-speed processor · Onboard 512kb Datalogger · 10 Cyl Sequential Fuel Injection · 5 Dedicated Coil Outputs · 16 General Purpose Outputs · · 7 Definable Switch Inputs · 4 EGT Inputs w/Fuel Control · 2 Step Launch Control with Antilag function · Switched ignition cut/retard · Soft Cut Rev Limiters · · Full Idle Control for PWM or stepper motors · Wet or Dry Nitrous Control · Definable Knock Control · Electronic Boost Control · Traction control · Twin channel DC motor control · Twin channel variable valve timing control function · Rotary engine oil metering pump control · Rotary engine trailing ignition control · Air Conditioning setup and control · EVAP Purge valve control · Programmable shift light · Programmable PWM outputs

Datalogging Yes, comes standard out of the box.  You can datalog any sensor in the system at up to 250x per second.  Includes software to analyze your datalogs.  You can datalog directly to a PC or datalog onto the onboard memory on the EMS and then download it later.  You can also control when the datalogging automatically comes on or off based on any of the parameters you can think of.

Additional Items Needed If you are using low impedance injectors you will need a low impedance driver box or a resistor pack.  I built my resistor pack for less than $15 and I have been running it for almost a year without any problems.  AEM is working on a low imp driver box for plug and play. Most cars making over 500rwhp will switch to Speed Density so you will need the $125 AEM MAP sensor which threads into your upper intake.  This way you can ditch the expensive and sometimes inaccurate aftermarket mass airflow sensor. If you want to use the boost control you have to purchase a GM boost solenoid from any GM dealer, this is all detailed in my AEM writeup. The sensor is $60 or so and wiring it in takes two wires.

Support Support Hotline, call AEM engineer direct, very comprehensive help file for every feature, AEM also has an online forum with an area for each of the EMS boxes that they make and each of the rooms is moderated by the engineer who created the box for that application.  The forum is also full of experienced AEM users who are willing to help. AEM also offers a FREE 2 day training seminar for tuning shops at AEM's dyno facility in California.

Big Stuff 3 Overview: The Big Stuff 3 is one of the newest and most advanced ECU's on the market. The Gen 3 ECU/PCM has more options and features vs cost than any other box available. The built in PCM (Powertrain Control Module) is included for use with street rods and late-model street machines that wish to control the GM 4L60/80E and in 2005 the Ford AOD-E.

Latest News- 1/1/04 Holley introduced the Pro s/w as the standard for the Cmdr950

Information Source / Company Response- Dennis Moore- Fonse Performance John Meaney - Big Stuff 3 Inc

Approximate Cost $1795-$2595 (Base system consists of ECU, main wiring harness, injector wiring harness, BigStuff3 windows based software, communication cable, and wideband O2 sensor)

Hardware Systems can be ordered as base or optionally with Internal Logger, Dual WBO2, External Logger, Transmission Control or Coil on Plug. Ignition setup is configurable via s/w.

Software/Connection Big Stuff 3 software features a Windows based user interface for a complete memory map of system calibrations via a serial port in REAL TIME with Auto learn self tuning function.

Hardware Designed for: Anything from daily drivers to all out 3000+ horsepower race cars.

Special Features Internal or external datalogging of any ECU parameters as well as External logging option (DAE) allows for additional recording of fuel & oil pressure, pan vacuum, input & drive shaft speed, TCC slip % MPH and turbo back pressure. 128k of on board RAM for internal data logging – 52 user selectable channels. Twenty two (22) 16-bit channels & thirty (30) 8-bit channels, 10-bit resolution, with a 50Hz acquisition rate. 3 stages of boost control. configurable Load & RPM axes 1-5 BAR map sensor Capable of driving up to 16 low impedance injectors in a staged configuration staged fuel pump capabilities fan and fuel pump control standard individual cylinder control of both fuel and spark available Built-in Wideband O2 (single or dual option) with closed loop corrections at all engine operating areas standard Idle Air Control standard Knock retard with programmable parameters standard

Datalogging Internal and external options available.

Additional Items Needed None other than GM compatible sensors that are readily available.

Support Sales/Technical support is available Monday through Friday 9am to 5pm EST at 609.820.5660.

EEC-Tuner Overview: I got no response from them, I have heard they are out of business...

Latest News-

Information Source / Company Response-

Approximate Cost Vendor -

Hardware

F.A.S.T. Fuel Air Spark Technology Overview: The FAST™ Bank-to-Bank system is the enthusiast’s choice for an easy and affordable EFI installation. Perfect for those who want to upgrade their fuel delivery from carburetion to throttle body or EFI. It’s also ideal for improving an existing TBI setup or converting it to EFI. This system is the right choice for street rods and late-model street machines, both domestic and import, looking for improved reliability and driveability. While the FAST™ Bank-to-Bank system is an economical value, it also offers high-tech performance. Unlike a batch system, which fires all of the injectors at once, our Bank-To-Bank system fires half of the injectors every 180 degrees of crankshaft rotation. This system can be easily and effectively upgraded to a full Sequential system at any time by using the available upgrade components.

Latest News- Debuting a new system at SEMA show along with a new line of handheld programmers and chips.

Information Source / Company Response- Jay Rorhback, FAST sales.

Approximate Cost 5.0L w/TFI system with Wideband O2 sensor goes for $2215.20 and 4.6L w/EDIS system with Wideband O2 goes for $2319.20 (System consists of ECU, main wiring harness, injector wiring harness, C-ComWP windows based software, communication cable, and wideband O2 sensor)

Hardware • True speed/density algorithm provides higher resolution for “big” injectors and better idle control • ECU is shock-resistant and incorporates a waterproof case and connectors • ECU circuitry is hardened to prevent high-energy ignition interference • Easy to install with step-by-step instructions • ECU • Main wiring harness with all connectors labeled • Injector wiring harness • 5-ft. communication cable (ECU to laptop) • C-Com WP™ on CD

Software/Connection C-Com WP™ software features a Windows based user interface for a complete memory map of system calibrations via a serial port in REAL TIME.

Hardware Designed for: Anything from daily drivers to all out 3000+ horsepower race cars.

Special Features datalogging of any ECU parameters comes standard with 1 stage nitrous control up to 4 stages nitrous control available can be run in Bank-to-Bank mode or fully sequential available fan and fuel pump control standard individual cylinder control of both fuel and spark available Built-in Wideband O2 with closed loop corrections at all engine operating areas standard Idle Air Control standard Knock retard with programmable parameters standard

Datalogging Our advanced remote ECU Data Logger™ eliminates the need to have a laptop computer in the vehicle to capture and record sensor data. Performance enthusiasts can use the data logger to capture a vast range of performance-related data for subsequent download to a computer. The user can then evaluate and modify a wide range of parameters to fine tune engine performance without having to lift the hood. The ECU Data Logger™ includes C-Com WP™ software designed for use with FAST™ Bank-to-Bank and Sequential Fuel Injection (SEFI) engine management systems. The C-Com WP™ software allows for simultaneous display and editing of fuel maps, timing curves, enrichment tables and data logs.

Additional Items Needed None other than GM compatible sensors that are readily available from FAST or local parts stores.

Support Sales/Technical support is available Monday through Friday 9am to 6pm EST at 901-260-FAST(3278).

Electromotive TEC^3 Overview: I got no response from them, I tried calling and emailing several times.

Latest News-

Information Source / Company Response-

Approximate Cost Vendor-

Hardware

Haltech Overview: Haltech E11v2-  The Haltech E11 ECU is an ECU capable of controlling fully sequential fuel injection and ignition control on 4,5,6,8,10 and 12 cylinder applications. With 14 channels capable of controlling injection and ignition duties, the E11 can support most modern engines with multi-coil ignition systems, as well as conventional distributor ignition systems.  The E11v2 could run a 5.0L motor in sequential injection / distributor mode, with enough outputs to datalog up to 7 sensors. Haltech E6X- For Fuel injected V8 Distributed cars, the E6X can run them in Semi-sequential injection, distributor mode. Giving full control over fuel and ignition events.  For more info on the E6X please check the bottom of this table.

Latest News-

Information Source / Company Response- Scott Hilzinger, Haltech Support

Approximate Cost $1700 AUD E6X flying lead kit $2100 ADU E11v2 Vendor- Contact Haltech for a dealer near you.

Hardware  The kit includes- Haltech E11 ECU · Flying lead wiring loom · Fuse Block · Air Temp Sensor · Coolant Sensor · Throttle Position Sensor · Serial Cable · Instruction Manual · Software · 2x Power Relays

Software/Connection The latest Halwin software takes advantage of the WindowsT graphical environment to provide a user friendly software package for programming the E11 ECU. The Halwin software allows access to adjustment of all settings and calibration maps. In addition the software is capable of displaying live data in the form of graphical gauges for easy viewing whilst connected to the ECU. The use of bar graphs to display information, combined with the ability to manipulate the bars without numerical entry, means that the fuel and ignition points can be easily manipulated in real time. This can save valuable tuning time resulting in less time on the dyno. This translates into cost savings for the end user.

Hardware Designed for Conversion from carburetion to fuel injection Race and rally applications of all description

Special Features Stepper motor and BAC/IAC closed loop Idle Control Turbo wastegate control for boost control O2 sensor closed loop mixture control On board data logging (up to 200 samples per second) Full 3D Maps with adjustable scaling for both load and rpm. Numerous correction maps to ensure smooth drivability under varying operating conditions PC datalogging Datalog graphical display Numeric, 2D and 3D views for 3D maps Online help system Loading and Saving of maps Firmware update ability Base map library for popular engines

Datalogging The E11 is much more than a programmable engine management computer - it provides logging of engine data and allows access in real time to maximise performance and trouble-shoot problems in a vehicle while running or using it's on-board memory.

Additional Items Needed Everything needed to get an n/a car running is included in the flying lead kits.

Support Available through e-mail 9-5 Monday to Friday, also telephone help world wide. We do have a forum off the Haltech website.

Haltech E6X- The E6X is based on the popular E6K model and offers all of the refinements and additional features that Haltech have developed for the E6K over the past few years as well as some additional new features. The new Haltech E6X supersedes the Haltech E6K in the Haltech product range.  The Haltech E6X is a powerful "real-time" programmable fuel injection and ignition system computer designed to control most ignition type engines. Whether 1-6, 8, 10 or 12 cylinders, 1-2 rotors, naturally aspirated,turbocharged or supercharged, the HALTECH E6X can control it. The E6X System optimizes engine performance through the following capabilities: · ignition timing control · fuel control · idle speed control · closed loop The E6X is much more than a programmable fuel injection computer - it provides logging of engine data and allows access in real time to maximize performance and trouble-shoot problems in a vehicle while running. A list of just some of the features added to the new E6X are; · New "Internal Toggle" feature - Up to 4 Fuel Channel or 4 Ignition Channels. (Max 4 Fuel and 2 ignition outputs simultaneously). This allows the new E6X system to run 4 cylinder engines with fully sequential fuel delivery and wasted spark direct fire ignitions. · New internal RA8 Reluctor adaptor provides superior performance with all magnetic reluctance type pickup sensors. This new Reluctor adaptor circuit is specially designed to also allow 'piggy-back' style installation of the system and eliminate any chance of interference between the Haltech and an existing ECU. (Note: A 'piggy-back' style installation is where the Haltech is installed in addition to an existing factory ECU and the sensors are shared between the ECU's, This allows a factory ECU to be retained in the car to control other things such as automatic transmissions). · Easier Installation - New layout makes fuel and ignition wiring easier · Support for new crank trigger types. E.G. Mazda FS, Daihatsu, MY02 WRX. · Now with Dual-Mapping feature. This allows the ECU to store two complete sets of fuel and ignition maps. These maps can then be toggled at the flick of a switch and no need for the Laptop. This is great for applications where different types of fuel are being used or even dual fuel such as petrol-LPG type application · Improved functionality with Motronic type triggers. It is no longer necessary to specify the unit is for a Motronic type trigger application. All Haltech E6X units are fully Motronic compatible in standard trim. Typical Applications: · Control of fuel injection on modified engines · Conversion from carburetion to fuel injection · Race and rally applications of all description · Design and development purposes · Educational use by universities and technical colleges · Original equipment in cars and motorcycles. The patented HALTECH system of programming virtually eliminates the input of numbers. You simply manipulate bar graphs by pressing arrows keys on the attached PC running Haltech Programming software. Manipulating the bars allows you to increase or decrease the amount of fuel delivered or ignition advance at that particular RPM and load point. The process is repeated for all load points in each rpm range. This means both fuel delivery and ignition timing can be precisely mapped through the RPM ranges so that the exact fuel delivery and ignition timing required to obtain optimum performance is applied in every RPM and load range. You may also want to consider a 4 Wire oxygen sensor if you intend to run a closed loop setup. The factory 1,2 or 3-wire O2 sensors are compatible with the Haltech, but not as accurate as the Haltech 4-wire sensor. A fresh O2 sensor can make tuning more predictable, especially when coupled with the Haltuner.

Holley Holley Commander 950 Overview: Vendor/Reseller: Fonse Performance, Summitt

Latest News- 1/1/04 Holley introduced the Pro s/w as the standard for the Cmdr950

Information Source / Company Response- Dennis Moore / Fonse Performance

Approximate Cost Cmdr950: $880-1050 MAP Sensor: 1 BAR included (2+3 BAR are $52 and $134) Narrowband O2: 3 wire heated O2 included. Wideband O2: Any standalond WBO2 can be added.

Hardware A new Batch Fire ECU which can mount in place of the stock one or where desired. Additional wiring or vehicle modifications are required. Comes with new Main and Injector harness for cleaner look. The system requires the use of GM coolant, air temp sensors (included) and a GM IAC (Does not support PWM IAC) The ECU has a configurable Ignition setup. Will work with TFI distributors, aftermarket distributors, Hall effect systems or crank trigger

Software/Connection Windows based, state of the art graphical software via serial cable to a laptop. The Cmdr950 software is universal so if you friend has one, you can use their laptop and download your map. Startup calibrations provided at no additional cost.

Hardware Designed for: Has been used successfully in anything from a 225hp stock Mustang to a 1600hp race car.

Special Features All special features come standard out of the box. You don't pay extra for anything. This includes, Single pulse or Dual pulse per revolution injector firing sequence, TBI control, Closed Loop WBO2 support, Internal Datalogger, Fan control or 2 user selectable outputs via any RPM, TPS or MAP value, fuel pump control, knock sensor feedback control, Decel Fuel Cutoff, Programmable Load and RPM scale for best resolution of boosted engines. Onboard 512kb Datalogger · 1Dedicated coil outputs · 2 General Purpose Outputs · 2 Definable Switch Inputs · Full Idle Control for stepper motors · Definable Knock Control

Datalogging Yes, comes standard out of the box. You can datalog any sensor in the system and 2 additional analog inputs. Includes software to analyze your datalogs. You can datalog directly to a PC or datalog onto the onboard memory on the Cmdr950 and then download it later. You can also control when the datalogging automatically comes on or off based on any of the parameters selectable

Additional Items Needed If you are using low impedance injectors you will need a low impedance driver box.

Support Support Hotline, call Holley Tech Service direct or vendor support, very comprehensive installation/tuning manual for every feature included w/ system.

MegaSquirt See www.megasquirt.info FAQ & www.msefi.com (support forums) for more general information.   Overview: MegaSquirt is the open source Do-It-Yourself engine management system developed by Bruce Bowling and Al Grippo. It is a speed density (MAP sensor is on the PCB) or alpha-N system, MAF is not an option. All hardware, schematics, code sources, etc. are publicly available. You buy a kit and solder it together yourself (though some people offer assembled units for sale). The basic kit is for fuel management only, though some people have developed code modifications (and some minor hardware modifications) to allow MegaSquirt to control distributor and wasted-spark type (EDIS) ignition advance timing. An upgrade to be available very shortly is MegaSquirt II which will add ignition control to the basic MegaSquirt, as well as stepper motor IAC control, finer fuel control, and a number of other features. A number of support products are offered, including a stimulator to test the unit independent of the vehicle wiring, relay board to simplify wiring in previously carburetted cars, a dash-top tuning module called MegaView.

Information Source / Company Response- I sent an email to Lance at MegaSquirt support and I received a very timely and informative response.

Approximate Cost MegaSquirt: ~$174 MegaSquirtII Upgrade: to be determined, probably around $50 MAP Sensor: ~$18 (included in above) Wideband O2 gauge: requires a separate controller board, such as the DIY-WB, Tech Edge, or Innovate units. Will use the signal from these for fuel feedback control, tuning software is set up for this.

Hardware Replaces existing ECU, or can be used to inject previously carbureted cars. Designed as a 'universal' controller, it is compatible with high and low impedance injectors. It fires in 'batch' or 'bank' fire, sequential injection is NOT offered.

Software/Connection Windows based, state of the art graphical software via serial cable to a laptop.  The open source, free MegaTune software is universal. Startup calibrations provided via MegaTune software, based on torque and horsepower peaks.

Hardware Designed for Has been used successfully in anything from a 500cc motorcycle to a 1600hp race car. There are currently two injection controller processors:  MegaSquirt is designed to replace the carb in an older vehicle, and controls only fuel.  MegaSquirtII is an upgrade for the standard MegaSquirt processor that is designed to also control ignition, and IAC, and is a better replacement for OEM EFI vehicles. Both require considerable harness modifications.

Special Features  Fuel calculations are based on mathematical equations and physical formulas relating directly to your vehicle - many other existing systems rely soley on trial-and-error, estimation or guesswork for fuel delivery. All of the embedded microprocessor code executed in MegaSquirt was hand-written directly in assembler, not compiled from a high-level language. Working directly in assembler produces the tightest and fastest-executing code possible, even compared to the most efficient C compiler available. The result is that MegaSquirt can provide real-time fuel calculations up to 16,000 RPM! Electronic Control Unit based on the Motorola MC68HC908GP32 Flash-based microcontroller operating at an internal bus speed of 8 Megahertz (this is bus speed - remember that most microprocessors spec their parts at external crystal speed, which is then divided down by four to yield internal bus speed). Many OEM and popular aftermarket EFI systems use older processor technology (like the MC68HC11 or Z80) which operate at 1 or 2 Mhz internal bus speed. The faster clock speed, coupled with direct assembly-language programming, gives MegaSquirt its power. Additionally, the on-chip Flash memory makes this a true single-chip setup, reducing cost and extending reliability. Also, using Flash technology allows the instant re-programming of constants, enrichments, etc. while the vehicle is running. - the processor can even be re-loaded with other control code using a simple programming interface! The flash can be re-written at least 10,000 times and has a retention duration of 20 years. Input triggering for injection events is derived from an existing ignition system - either by connection to a conventional Kettering ignition coil (- terminal) or by using the TACH signal available from virtually any OEM or aftermarket ignition system. MegaSquirt uses an on-board opto-isolator to prevent damage due to inductive kick backs present on ignition coils. Remember, MegaSquirt only controls fuel, not ignition (unless you upgrade to MegaSquirtII, or use one of the MegaSquirt ignition variants developed by other people). Input trigger events (compared to ignition events) can be divided by any number between one and eight (number of cylinders must be evenly divisible by this injection number) - this means that there can be an injection event for every ignition event, or an injection event for every other ignition event (skip one), and so on depending on selection. The user can switch which injection division number to use while the car is running - the system will scale the required fuel amount properly on the fly. On most batch injection computer systems, every injector will fire for any injection event. MegaSquirt has two separate injector drivers (discussed below), and they can be operated in simultaneous mode (both banks fire at the same time) or alternate mode (the banks fire alternately in a ping-pong fashion) - this allows for more flexibility in the end-application. Two injector drivers are provided to directly operate either saturated (high-impedance) or "peak and hold" (low-impedance) injectors. The on-board drivers feature a PWM (Pulse Width Modulation) current limit mode which is totally under the control of the user - both PWM application time relative to injection event and duty cycle is adjustable. Virtually any current-limit amount and time can be programmed, allowing this controller to be used with pretty much any injector out there. MegaSquirt features an on-board Manifold Absolute Pressure (MAP) sensor (Motorola MPX4250). Having the MAP sensor on-board simplifies installation (one just runs a vacuum line to the ECU) and keeps the measurement signal clean, which is very important since the MAP signal is the most critical to proper fuel control. The sensor handles 3 to 36 psi absolute (~21 lbs of boost), or 20 to 250 kPa. The MAP sensor is additionally used to obtain the barometric pressure during engine startup, in order to determine a barometric pressure correction factor (explained below). Coolant and Air-Temperature sensors are inexpensive (roughly US$9.00) GM units readily available from any parts store (GM #12146312). These sensors were been used on practically all GM cars in the 1980's and are easy to find - the same is true for the correct connectors. Also, the inputs to the ECU for the coolant, MAT, and TPS are protected from voltage spikes and noise, and there is both hardware and software low-pass filtering implemented to ensure clean signal measurement. All sensor output voltages (coolant, MAT and MAP) are converted to engineering units (kPa and degrees F) in the embedded software using lookup tables. This means that if another sensor, such as the Ford sensor, is used, then all one needs to do is generate the transfer function lookup table using the free EasyTherm software. MegaSquirt uses an oxygen sensor as feedback for mixture AFR control. MegaSquirt is compatable with single wire (unheated - like Bosch Part Number 12014, used everywhere ) as well as heated units. All parameters that control the feedback (step size and rate, range, trip threshold voltage) are user-controlled. Additionally, since the trip point voltage is user-defined, MegaSquirt is compatible with the DIY-WB (wide band) oxygen sensor board - one simply sets the desired air/fuel ratio trip voltage and you are there. Air density corrections as a function of manifold air temperature (MAT) and barometric pressure effects on VE are pre-computed as lookup tables and properly used by the ECU in the fuel calculation. Most aftermarket EFI controllers allow the user to set the air temperature correction - MegaSquirt uses the mathematical equation for air density to generate this correction, so no user intervention is required. More importantly, many aftermarket EFI controllers do not take account the effect of barometric pressure change to volumetric efficiency. This correction comes into play at high altitudes (i.e. low barometric pressures). MegaSquirt uses a lookup table to determine this correction, and is consistent with OEM systems. All enrichment values (i.e. warmup, acceleration, VE, etc) are calculated as direct percentages and are multipled together (instead of added). This allows one to work directly in percentages, which is easy for people to mentally visualize, with the result that tuning becomes much easier. Adding 25% more fuel is acheived simply by increasing a quantity by 25. A value of 100% represents the nominal required fuel for a cylinder - a number less than this represents an enleanment and a value above this represents an enrichment. Other systems use direct or scaled AFR values or numbers of unknown or weird units (especially Alpha-N units) - tuning an engine is difficult enough without having to constantly convert crazy numbers to Air-Fuel Ratios. There is a 64-point Volumetric Efficiency (VE) table, organized as a conventional grid eight RPM points vs. eight MAP points. The entries in the VE table are in direct percentages, so that a number of 80 means that the VE is 80%. You can take direct dyno VE values and plug them right in without any conversions. Additionally, specific RPM and MAP range points are adjustable by the end user, a very nice feature. No, there are not hundreds of VE grid points, only 64 - this allows for plenty of control of the engine without having to fill in a bunch of grid points with redundant values. In addition, the value of VE is *correctly* interpolated between grid points and is truncated to the grid edge points when outside of the table - this is not the case with other systems on the market. There is an output control signal (current sink up to 500ma) designed to drive an idle bypass solenoid (open/close solenoid, not a stepper), which allows the addition of more air at idle during warmup. The activation/deactivation temperature is set by the user. (Note that MS-II will drive a stepper style IAC motor.) A relay drive circuit (up to 500 ma) is provided to control power to the fuel pump. Signal is active while the engine is cranking or running, and will deactivate 2 seconds after the last ignition event. A nice feature on the MegaSquirt controller not found on other systems are three indicator LEDs which reflect the current operating mode of the controller. The first LED pulses whenever there is an injection event, and the glow duration follows the actual injector pulse width. The second LED is active whenever the ECU is in a warmup enrichment state (i.e not at 100%). The third LED indicates an acceleration enrichment, and is active during the entire duration of the event. Extremely useful, especially during installation and debug. Flashing lights also look "cool", particularly when you show off your controller to others. The best feature of MegaSquirt is that you build it yourself! Since you assemble the controller, and all information about the design is available to you, you are able to troubleshoot the board if a problem arises, and, in almost all cases, repair the unit yourself. The system as it exists today is a complete turn-key solution: solder it together, install in the vehicle or boat, tune, and use. The complete source code is available on this site for those who want to understand or even modify the control algorithms - one can convert this board to control nitrous, alcohol, methanol, LPG, etc. - there is really no limit.

Datalogging Yes, comes standard.  You can datalog any/all sensors/actuators in the system at up to 20 times per second.  MSLVV and MSTweak3000 software to view and analyze your datalogs.  You datalog directly to a laptop PC.

Additional Items Needed MegaSquirt is the ECU only. In order to make the MegaSquirt controller work on YOUR Mustang, boat, chain saw, or whatever, you will need a variety of tools, skills, and knowledge. You also need a number of fuel injection components, as MegaSquirt is the electronic controller only. Installing the MegaSquirt controller in a vehicle that already has EFI means you will need to consider how you will run the ignition and any other devices the OEM ECU controls (such as the transmission, speedometer and other gauges, and emissions devices), how you will interface the MegaSquirt to your existing wiring harness, and whether you can reuse your existing sensors. If you want to use boost control you have to run separate embedded code and some additional hardware..

Support There is an extensive manual that covers purchasing, assembly, wiring and sensors, tuning, turbocharging, and many, many other topics. The manual has many tips and hints for sourcing components from other vehicles. It is a must read.

Motec Overview: Motec works closely with major racing, rally teams, competition engine companies and automobile manufacturers. The desire of these organizations to achieve optimum performance in their area of expertise has given MoTeC the impetus to continually improve. Examples of this include Data Acquisition, Overrun Boost Enhancement and Boost Control on rally cars, Traction Control, Full Throttle Upshifts and Gear Dependant Shift Lights on race cars, Close Loop Lambda Control (Narrow Band & Wide Band), Idle Speed Control and Sophisticated Acceleration / Deceleration Enrichment / Enleanment on road cars.

Latest News- The E888 and E816 units offer increased Inputs and Outputs to the ADL via a CAN connection. The E888 is ideal for drag racing V8 applications as it features 8 built in thermocouple amplifiers for use with K-type thermocouples. It also includes 8 analogue voltage inputs, 4 digital inputs and 2 temp inputs that are intended for use as temperature compensation inputs for the K-type thermocouples. The E816 offers 16 analogue voltage inputs, 4 digital inputs and 2 temp inputs. Both units include 8 fully programmable auxiliary outputs. MoTeC now offers customers support for fully variable camshaft control and drive by wire systems. This option is available for the M400, M600, M800 and M880

Information Source- Paul Bird (a Turbomustangs.com member and Motec user) and the Motec web page.

Approximate Cost M800 - $4,300 to $12,000 depending on options which include single wideband ($910), second wideband ($403), additional 1mb memory ($330), additional 3mb memory ($757), sequential 10/12 cylinder operation ($516), Pro Analysis ($1,246), telemetry ($980), remote logging ($870), variable camshaft control ($513), mulit-spark multi-pulse ($285), drive by wire control ($591) Also available: Fully programmable data logging dash, small steering wheel mounted non data logging dash, shift light, ignition expander (for running up to 12 cylinders sequential), traction control mux for full traction and launch control. Vendor Sold through Motec dealer network which requires specific training and an onsite dyno. The list is available on the Motec web page.

Hardware Stand Alone EMS replaces stock eec. Can be spliced into stock wiring and is compatible with a vast majority of stock sensors and triggers.

Software/Connection The Motec ECU's are connected to a laptop or PC via a CAN interface cable. This cable plugs into the parallel port of the PC. There are two standard programs that are used with the Motec M800. One is the 'ECU Manager' program that gives a real time and 100% configurable dashboard as well as spreadsheet tables for adjustments to all configuration parameters. It also allows the tuner to test and trigger all outputs including injectors and ignition for testing and troubleshooting. The second software package is the 'Interpreter' which is used for logged data analysis. It too is fully configurable and allows the user to view any and all logged data in a multitude of formats.

Hardware Designed for Everything from a chain saw to a Formula 1 car without changing a thing on the box other than the configuration program.

Special Features The M800 and the M880 series of ECU's feature capabilities to run a variety of different engines up to 12 cylinders. If you are using a 3 rotor rotary engines the M800 is the ECU for you. The M800 can control up to 8 high flow injectors or 12 low flow injectors in Sequential Mode. With expanded functionality over the M4 and M48 the M800 offers the ultimate in engine controllability. The M800 is CAN capable which means it can send data over a CAN bus to our ADL Dash or other CAN enabled device. It has the capacity to read two 5-wire Wide Band Lambda sensors for Bank to Bank feedback control. It is compact and lightweight, only 500 grams. Features upgraded microprocessor and memory which accelerates overall speed. The M800/880 ECUs feature MoTeC's heralded Windows based ECU Manager which allows the user to define custom display templates depending on what type of tuning he is engaged in. M800/880 were some of the first ECUs in the industry to offer drive by wire control capability as well as fully variable camshaft timing control for as many as 4 camshafts per engine. Faster Processing: A new generation time co-processor enhances control of Fuel and Ignition. Leading edge processor means data can be logged at up to 200 samples per second. Digital Triggering for more accurate signals: M800's digital triggering system is customizable and programmable to suit any engine and includes sophisticated diagnostics that monitor the quality of trigger signals. Programmable filter characteristics allow the noise filter characteristics to be adjusted to suit the sensor system which gives improved noise rejection. This ensures the integrity of the trigger signals even in the most noisy environments. The DTS continuously monitors the quality of the trigger sensor signals and will give a warning if the quality of the signal is poor allowing trigger system problems to be rectified before they cause an operational problem. Inputs Ref and Sync Trigger Magnetic Sensors (User Programmable trigger Levels) and Hall Sensors 6 Temperature Inputs User programmable as: Engine Temperature, Air Temp, Oil Temperature, Other sensors configurable 8 Voltage Inputs User programmable as: Map Sensor, Mass Air Flow Sensor, Gear Position, Other sensors configurable 2 Lambda Sensor Inputs User Programmable as: Narrow Band and High Speed Wide Band 4 Digital Inputs User Programmable as: Wheel Speeds, Nitrous Control, Speed Limiting Communications: CAN for diagnostics and tuning, RS232 for telemetry Outputs: 8 Fuel Injector Drivers (Hi and Low Impedance), Programmable Current Outputs, Unused outputs can be used as Auxiliary Outputs. Ignition Drivers Up to 6 outputs for multi coil applications, Unused outputs can be used as Auxiliary Outputs 8 Auxiliary Outputs Programmable as: Waste Gate Control, Idle Up valves, Fuel Pump Relay, Stepper Motor Control, Driver Warning Lights, Additional Devices

Datalogging Standard 200 hz with over 500 channels available. Additional logging at 1000 hz via CAN to ADL dash.

Additional Items Needed Ignition igniter. An external CDI (MSD DIS-4, Motec CDI, AEM CD2I), stand alone igniter (Bosch 2,3, or 4 channel) or coil with integrated igniter is required.

Support World Wide via toll free number and email to provide troubleshooting and sample configuration files. Track side and dyno side support available for $500/day.

PMS Overview: The Programmable Management System, P.M.S., is a plug-n-play system that works with your stock processor. The P.M.S. goes far beyond the capabilities of a performance chip, offering a broad selection of adjustments and tuning. Now you can take advantage of aftermarket performance components while still using the stock engine control computer. The P.M.S. offers a user-friendly interface with a large variety of options.

Latest News- Anderson Ford Motorsport has introduced the PMS system for the modular motor vehicles along with new data logging software, InterACQ. Also released is the PMS Upgrade for pre-04 models. A new chip, new handheld, and manual is included in the upgrade.

Information Source / Company Response- The information was supplied by Troy Chapman, co-owner of StangTuning.com with input from Brian Koestner and Rick Anderson of Anderson Ford Motorsport.

Approximate Cost 1987-1995 Mustangs $857.00 or $1,057.00 w/ Low Impedence Driver 1996-1998 Mustangs $1,077 1999-up Mustangs $1,077 1999-up Lightning and Harley Truck $1,077 Plug-in Low Impedence Driver $249.00 3-bar MAP sensor for boosted applications $85.00 Pre-04 PMS Upgrade $249.00 Optional Hardware: AFM/EFI wideband sensor kit $549.00 InterACQ for Windows $269.00 InterLOG for Windows $175.00 Vendor Anderson Ford Motorsport (888) 715-6487 www.andersonfordmotorsport.com AFM is the exclusive dealer for the Programmable Management System and with the purchase of the PMS system you will receive a free start-up tune.

Hardware Each P.M.S. system comes with the P.M.S. purple box, wire harness, hand-held monitor, 9pin serial cable, user manual, and data sheet. The InterACQ and InterLOG come with software disc and user manual.

Software/Connection The Programable Management System plugs inline with your stock processor and the handheld controller uses a seriel cable that plugs into the PMS box. Essentially is a "plug-n-play" set-up.

Hardware Designed for Stock mustang or 1000+hp Mustangs

Special Features Programmable Management System · Global fuel adjustments. · Air temp and water temp fuel and timing adjustments can be made from –40 degrees to +250 degrees. · TPS voltages are now adjustable, which means you are able to set Idle and WOT voltages. · Easier to use controller with adjustments down to 500rpm increments starting at 2000rpms. · All engine data is displayed on one screen with the new handheld controller. · Start-Up fuel controls to help hard starts on cars using 42lb or bigger injectors. · Air fuel mixture is fully adjustable. · Idle mixture and timing is fully adjustable. · New Standalone Control, which overrides the stock processor giving the PMS full control where the rev limiter can be moved up to 9900rpms. Standalone Fuel and Timing adjustments can also be controlled independently as low as 2000rpms. · Total spark and rate of advance is adjustable. · Built in Two-Step rev limiter. · Two programmable RPM/Throttle Output accessory control switches. · Tunable nitrous oxide adjustment table. · Tunable Supercharger or Turbocharger timing and fuel adjustments up to 30lbs of boost. · Plug-N-Play installation · Installs in less than an hour. · New user-friendly manual and controls. InterACQ · Comprehensive PMS control, data acquisition, and Standalone Design and Editing. · Automatic connection and triggering for racing. · Logbook to keep track of data runs. · Customizable monitors (i.e. wideband 02 sensor) InterLOG · Data logging only features of InterACQ.

Datalogging There are two datalogging programs that the work with the PMS, the InterACQ and InterLOG. These are window-based programs and uses the 9pin serial cable to connect to the laptop, also a RS232 to USB adapter can be used. The InterACQ offers datalogging and more detailed control over the PMS settings. The InterLOG is a datalogging only program.

Additional Items Needed Nothing else is needed. You can purchase the AFM UEGO 1000 wideband kit and have the PMS/InterACQ display and datalog wideband readings. The UEGO 1000 kit is $549.00.

Support You can contact Anderson Ford Motorsport through their tech line (217) 935-2384 and you can download all the user manuals from their website.

 

SCT Performance Overview: SCT Performance tuning is a Software based tuning solution for all Ford EEC based cars, this includes EEC-IV and EEC-V cars and trucks, not just Mustangs. SCT software allows you to achieve stock drivability with complete control over every aspect of the EEC. Every parameter in the software is given a detailed description, every control system in the EEC is explained in detail. The software is backed by a full technical support team, including online Forums and SCT staff. You have complete control of over hundreds of parameters in the EEC with detailed explanations with this software.

Latest News-

Approximate Cost SCT Switch Chip - $279.00 SCT XCal 3 - $379 Peo-programmed chips and XCal 3 / SF3 handheld tuners as well as dynotunes are available from any SCT dealer, such as www.motorhaven.com SCT offers what they call the "Pro Racer Package". This package includes a chip burner, software, and a single 4 position chip. The package can alternately be ordered with a "flasher" (for OBDII port connection) rather than the EEC mounted chip. The cost is $349 plus the cost of either a tuner, or chip and chip burner.  With this software/burner, you can put 4 programs on the chip. To make any changes, just edit the program and reburn. You can buy additional chips for other vehicles you own to use with the burner.

Hardware A USB chip burner, that is the fastest on the market and chip that plugs into the stock EEC. The chip's are all four bank, and you have the option of using a four program switch chip with capacity for for seperate four bank programs, plus the stock tune, plus anti-theft. OR Handheld Flasher that holds 3 tunes and the stock tune.  You make changes to your calibration on a laptop, upload the changes to the tuner then you plug the tuner into the ECU and flash the new program in.  The whole process takes about 10 minutes.  You can not make real time changes.  The tuner also doubles as an OBD-II code scanner.

Software/Connection Windows based software that has been in development and testing for years. Most hardware connections are USB.  A reader recently submitted this addition: After purchasing the sct prp they make you sign a 6 page license agreement. To use the software the user must have a "key". If your computer crashes you will need to get another key. If the original purchaser grows out of the sct prp the software cannot be sold. However, the hardware can be sold and the purchaser can buy the software and license from SCT.

Hardware Designed for Any EEC based Ford vehicle, from a 1987 Mustang to a 2013 F-150 pickup, if it has a mass air EEC the software will work. The software is popular in any corner of Rord racing, its been used on stock Focus and full on race Mustangs. Its intended for anyone who wants to tune their Ford EEC vehicle the correct way.  The later EEC-V's and CAN-Bus provide more control and functionality than the EEC-IV.

Special Features On '99 and up manual Mustangs, the software has the ability to program a two-step launch control.

Datalogging With the XCal 3 or SF3 you can datalog any OBD-II ford vehicle.

Additional Items Needed A Windows laptop computer.

Support SCT has provided support for individual users at their web site and directly from their dealers. They also have a 800 # tech line.

Tweecer Overview: The TwEECer "piggy backs" on to the i/o bus of the EEC allowing the contents of the external flash ROM to be substituted for the OEM ROM contents. This method is used by almost all of the "custom" chip makers to implement custom calibrations to fit any performance enhancements made to the engine. The TwEECer was the first of this type of interface to allow for real time updates and data logging. First with disabling the external ROM and returning to the OEM calibration with out having to remove the "chip" module. First with a security / anti theft option.

Latest News- Currently developing a feature for the RT to read DTC's for EECIV and EECV.

Information Source / Company Response- Mike Glover, owner and creator of the tweecer responded to my email in about 4 weeks.

Approximate Cost Base TwEECer -- $380 TwEECer RT -- $550 Base to RT Upgrade -- $195 (prices do not include local sales tax or shipping) Vendor- www.tweecer.com for local reseller.

Hardware- A small piece that plugs into the IO port of the EEC.  Available for: 1987-2004 5.0L 4.6L 3.8L Mustangs 1994-1997 TBirds and Cougars 1993-1995 GENI Lightnings 1999-2000 GENII Lightnings 1988 Lincoln LSC 1994-1995 Crown Vic 1999 SVT Contour

Software/Connection Windows based GUI using USB to communicate between the PC/Laptop and TwEECer.

Hardware Designed for Almost any application from 2.3 turbos, stock Mustangs to 1500hp race cars. Generally the tunability of the SDS can tame radical engine combinations to run on the street. Limits of the system are 30lbs of boost and 9500 rpm. Of course, you must have injectors and fuel system that is large enough to support the power.

Special Features TBA.

Datalogging Only available with the TwEECer RT.

Additional Items Needed Desktop PC or Laptop running WIN98SE, WIN2K or WINXP Additional Items Recomended: DATAQ DI-194 4channel Serial A/D (can be used to log external inputs such as wideband, boost, etc..)

Support Your first line of support is your dealer and additional support is available through our BBS and a yahoo group, both of which are open to everyone.

 

Western Motorsports / Simple Digital Systems Programmable Fuel Injection System Overview: Western Motorsports uses an SDS computer built specifically for their application.  WMS then builds the wiring harness and lean/rich controller.

Latest News- WMS Wideband O2 sensor – a complete stand alone system using Bosch LSU4.2 sensor and Bosch calibration chip for accuracy. Included is LED dash mounted display and datalogging software.

Information Source / Company Response- The information was supplied by Shannon Wall at WMS.  The company was very responsive to my email.

Approximate Cost $1095.00 Plug in system - fits Ford EEC-IV equipped cars and trucks and other vehicles with 302, 5.0, 351W, 351C, 460 and 2.3 Turbo. $1249.00 Plug in system - fits 96+ Mustang and other EEC-V vehicles with 4.6 and 5.4 Modular engines. $1349.00 Full harness system for race cars, street rods, and other Ford engines with distributor. $399.00 Wideband O2 sensor, complete system with digital display

Hardware ECU – replaces stock ecu altogether. Wiring harness – Plug in versions to stock EEC-IV or EEC-V harness. Full harness version connects directly to injectors, distributor, sensors etc.  LCD Programmer – All programming and monitoring of sensors is done in the supplied programmer, no laptop is needed. Lean / rich controller – makes easy adjustments to fuel curve, very useful for tuning.  Map sensor – 1 bar (naturally aspirated), 2 bar (up to 15lbs boost) or 3 bar (up to 30lbs boost) included at no extra cost.  Low Impedence injector drivers – included at no cost if low impedence injectors are being used.

Software/Connection No additional software is needed with the SDS as all programming and monitoring is done in the handheld programmer – no laptop is needed. Programming is far easier than most DFI systems as there is no complicated software to use. The SDS system is designed so the average person can tune the car themselves. A base program, based on your engine specs is installed initially so it will start up and run.

Hardware Designed for Almost any application from 2.3 turbos, stock Mustangs to 1500hp race cars. Generally the tunability of the SDS can tame radical engine combinations to run on the street. Limits of the system are 30lbs of boost and 9500 rpm. Of course, you must have injectors and fuel system that is large enough to support the power.

Special Features Each system includes the handheld programmer for tuning. All typical features are included in the system including rev limiter, boost limiter, closed loop control, fan control, fuel pump control, rpm output (shift light or other), anti-lag programming. High or low impedence injectors are supported. Only options that can be added are knock sensor and a backlight display for the programmer.

Datalogging You can monitor all sensors in real time in the programmer. This includes rpm, air temp, water temp, injector duty cycle, boost, timing, tp, voltage. No additional datalogging is supported from the SDS computer itself. Our new Wideband O2 sensor does include datalogging software and can log air/fuel ratio and rpm to a laptop.

Additional Items Needed An ignition box like basic MSD 6A, Crane Hi-6 etc are needed as an amplifier. The SDS controls the ignition and takes care of rev limiters, timing retard etc.

Support Tech support is virtually unlimited via phone or email. System is covered by a 1 year warranty.

 

TimingLock Overview: The TimingLock is a simple and effective timing solution for your Ford TFI-IV vehicle. The TimingLock does not modify your ignition timing during normal driving conditions; however, upon activation, your timing locks to the advance of your choosing. The TimingLock can be activated with a boost pressure switch, a nitrous oxide system, or a toggle switch. Perfect for power adder applications. Includes a 2-step rev-limiter.

Latest News- Featured in April issue of 5.0 magazine.

Information Source / Company Response- Eric Hughes, owner of XPI and creator of the TimingLock.

Approximate Cost TimingLock -- $149 (price does not include shipping)

Hardware A small digital control box that requires only one splice and two taps into the factory harness for installation.

Software/Connection Not required.

Hardware Designed for Almost any TFI application

Special Features 2 Step rev limiter

Datalogging n/a

Additional Items Needed Activation switch (boost pressure switch, toggle switch, etc).

Support 24/7 email support.  All XPI products carry a one year warranty.

By: Trent Kendall