This thread is no longer kept up to date.
For the newest list, please see here:
http://www.sr20-forum.com/tuning/599...omparison.html
This will be the place to go when someone new to engine management wants all the information they can use to decide which management system is best for them. If you have information on one or more of the systems you'd like to add, or corrections for me, please post and I'll update accordingly.
General Notes:
- All prices listed are quoted directly from the manufacturer (MSRP) unless otherwise noted. Much cheaper prices for some systems can be found if you look around.
.
.
.
.
.
.
.
Jim Wolf Technology ECU:
Notes:
NON-TUNABLE factory ECU replacement. Tell them what injectors, MAF, etc. you plan on running and send in a core ECU. You will be sent back an ECU with a tuned program based on the engine components you plan on using.
Installation:
Plug-and-play. Swap your current ECU with the new one. Couldn't be easier.
Communication:
NONE.
Software Interface:
NONE.
Reliability/Known Issues:
Their tunes for low-boost, VET applications may be experimental or extremely conservative.
Finally dumping JWT - SR20 Forum
Cost:
$595 with core return. ($100 for each re-tune.)
Research Links:
JIM WOLF TECHNOLOGY, INC. / NISSAN PERFORMANCE / NISSAN RACING /INFINITI PERFORMANCE
(Company site)
.
.
.
.
.
.
.
APEXi AFC (product range):
Notes:
Fuel piggy-back.
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
~$300-$400 (based on my short research)
Research Links:
Apex'i
(Company site)
.
.
.
.
.
.
.
Greddy e-Manage:
Notes:
Fuel and ignition piggy-back.
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
$379
Research Links:
Greddy - Founded and Driven by Racers
(Company site)
.
.
.
.
.
.
.
Calum's Realtime Daughterboard:
Notes:
Calum has reverse engineered the stock ECU and created an emulator for it in the form of a daughterboard.
You get control of ignition and fuel maps, as well as a few other things such as rev limit.
Not a full featured stand-alone, but pretty close and getting closer every day thanks to continued work by Calum and others.
Installation:
Plug-and-play. Swap your current ECU with the new one. Couldn't be easier.
Communication:
Serial or USB.
Software Interface:
Stub.
The software used with PLMS/NIStune daughterboards also works with the Calum daughterboard, but is not the original software designed for this product. This is listed as an option, as it is confirmed to work:
NIStune (requires $171.76 single user license)
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
CalumSult - SR20 Forum
(Calum's vendor specific section of this forum)
.
.
.
.
.
.
.
NIStune Type 3 Real-Time:
Notes:
Nissan specific, tunable daughterboard.
- real-time map trace
- advanced editing and map comparison functions
- 3D map view
- Consult Data display
- Wideband air/fuel ratio meter support
- logging/playback of all parameters
Installation:
Solder the 40-pin connector to your factory ECU and call it a day.
Communication:
Serial or USB adapter interfacing through the Consult port.
Software Interface:
NIStune (requires $171.76 single user license)
Reliability/Known Issues:
Stub.
Cost:
$188.94 Type 3 real-time board
$171.76 single user license
$85.88/$94.46 Consult cable (serial/USB)
--------------
$455.16 Total (with USB cable)
Pricing from
www.plmsdevelopments.com
Research Links:
NIStune - Nissan Realtime ECU tuning
(Company site)
.
.
.
.
.
.
.
AEM Fuel / Ignition Controller (F/IC):
Notes:
Fuel and ignition piggy-back.
Installation:
Stub.
Reliability/Known Issues:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Cost:
$464.10
Research Links:
AEM
(Company site)
.
.
.
.
.
.
.
AEM Plug & Play Engine Management System:
Notes:
Plug & Play Engine Management Systems FAQs...
AEM's Plug & Play Engine Management System (EMS) plugs directly into a vehicle's factory ECU harness and requires no additional wiring or hardware. Windows™ compatible software (2000, XP, NT, 98, 95, ME) makes the task of copying, viewing and manipulating data as simple as a click of the mouse. An integrated tuning wizard allows users to create a base map specifically for a car’s configuration, regardless of what type of injectors, sensors, coils or other changes have been made. The AEM EMS's infinitely adjustable software allows tuners to program virtually any combination of engine control, power adders and auxiliary devices, and accurately delivers proper amounts of fuel and correct ignition timing for any boost level or operating condition.
- Installs in minutes using Plug & Play technology—no wiring necessary!
- Start-up calibrations included for MAP or MAF based Nissans
- 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 (full support for AEM or GM sensors as well)
- 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
Coach gives tips on how to save some money:
Quote:
Originally Posted by coach
I HIGHLY suggest getting the NON wideband unit and running the AEM External UEGO gauge type wideband controller. You simply run a wire from that to the ems and you get the gauge and all for less money. VERY worth it.
|
This gives you all wideband functionality, EMS integration and a wideband display gauge for less cost.
Installation:
Plug and Play to stock harness (Universal comes with wire to make a harness)
Reliability/Known Issues:
- 24+1 style CAS disc is recommended for high RPM or some RWD SR20 applications.
The stock Nissan CAS disc has 360 slots for for the camshaft angle portion. At high engine speeds, the ECU can be overwhelmed with the amount of incoming information causing trigger errors. Replacement CAS discs with fewer slots are offered (similar to VEMS's solution) and are 50 mm only which should fit a RWD CAS as they use 50 mm discs from the factory. Older FWD engines come with a 54 mm CAS disc and need to swap in a newer distributor (the one with built-in coil) to be able to use the 50 mm disc. Cost of custom 50 mm CAS disc through AEM as of this writing: $50.
Communication:
Serial connection or USB/Serial adapter connection.
Coach has used multiple serial/USB adapters with success.
Make sure to verify Firmware and Software versions before using old AEMPro software.
Software Interface:
AEM Pro (publicly available)
Cost:
$1,444- $1800.00 (Plug and play models are cheaper than the universal model)
Pricing is from Cody at
motorports. fabrication. lovefab
Research Links:
.
.
.
.
.
.
.
MegaSquirt I:
Notes:
Open source fuel piggy-back.
Installation:
Stub.
Communication:
Stub.
Software Interface:
MegaTune (publicly available)
Reliability/Known Issues:
Stub.
Cost:
$350 (pre-assembled)
$193 (assemble your own)
Pricing is from
www.diyautotune.com
Research Links:
.
.
.
.
.
.
.
MegaSquirt II:
Notes:
Open source stand-alone EMS.
Installation:
Stub.
Communication:
Stub.
Software Interface:
MegaTune (publicly available)
Reliability/Known Issues:
Stub.
Cost:
$430 (pre-assembled)
$247 (assemble your own)
Pricing is from
www.diyautotune.com
Research Links:
.
.
.
.
.
.
.
VEMS GenBoard v3:
Notes:
Formerly open source stand-alone EMS. Used heavily on BMW, Audi and 4-cylinder Nissan engines by European tuners.
Forum member
BenFenner was the first to install VEMS on a FWD SR20 and has many of the kinks worked out. Read about his progress in the research link below.
Optional LCD display shows sensor readings; eliminating the need for all/most gauges (when it works).
- Support for most common trigger arrangements.
- 1-8 cylinder full sequential injection with coil on plug/coil near plug, wasted spark, or 1-2 distributors. Or, 10-16 cylinder semi-sequential with wasted-spark/ 1-2 distributors.
- Wide open throttle closed loop Lambda control (WOT closed loop) - lambda (AFR) mappable through entire loadsite-range (pressure, RPM)
- Self learning VE table
- 2 channel acoustic knock sensing. Ignition can be configured to be adjusted automatically within a range from configured reference table
- Integrated fully mappable, digitally controlled BoostController
- 2 channel exhaust gas temperature (EGT)
- Advanced idle control using bipolar stepper or (ON/OFF or PWM) solenoid and ignition advance for fine adjustments. Together with precise all-loadsites WBO2 this results in awesome idle quality if tuned properly.
Installation:
Highly involved. VEMS to Nissan harness plug adapter must be made, or new wiring harness created. Swap to coil-on-plug is highly recommended and the swap to a 50 mm style CAS is required.
- CAS problem/solution:
The stock Nissan CAS disc has 360 slots for for the camshaft angle portion. At high engine speeds, the ECU will be overwhelmed with the amount of incoming information causing trigger errors. Replacement CAS discs with fewer slots are offered (similar to AEM's solution) and are 50 mm only. This requires those with 54 mm style CAS to upgrade to 50 mm style CAS (distributor with built in coil). Cost of used 50 mm style CAS distributor as of this writing: $75. Cost of custom 50 mm CAS disc through VEMS as of this writing: $30.
- Distributor problem/solution:
Use of distributor to send spark is problematic (but theoretically possible). A switch to coil-on-plug solution is highly recommended. The COPs from a Honda CBR 600 work well and fit with minor modification to coil packs and valve cover. Cost of used COPs and harness as of this writing: $50.
Communication:
Serial. USB to serial adapter works, but is not recommended.
Can be configured in a pinch using optional LCD and PS/2 keyboard in the absence of a laptop.
Software Interface:
MegaTune (publicly available)
Reliability/Known Issues:
- The optional LCD screens are prone to defective operation.
- Grounding is very important with VEMS. It does not tolerate poor grounds.
- The low current output (P259) driver won't take much abuse, and may fry if treated to any high electrical load. Other outputs can be used instead.
Cost:
$632.35 (pre-assembled)
$432.00 (assemble your own)
Research Links:
.
.
.
.
.
.
.
Haltech E6X:
Notes:
- Ignition timing control
- Fuel control
- Idle speed control
- Closed loop
Includes:
- internal 2.5 bar MAP
- coolant temperature sensor
- intake air temperature sensor
- ECU
- harness
- cd rom
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Aprox. $1300
Research Links:
Haltech - Engine Management Systems
(Company site)
.
.
.
.
.
.
.
Haltech E8:
Notes:
- Stepper motor and BAC/IAC closed loop Idle Control
- Closed loop boost control
- Soft cut rev limiter
- Tuning via TPS with Manifold pressure correction - Ideal for those multi-throttle body, turbo cars such as, GTiR Pulsars and GTR Skylines.
- O2 sensor closed loop mixture control
- 32x32 mapping structure
- On board data logging (up to 200 samples per second)
- User definable mapping points
- Numerous correction maps to ensure smooth drivability under varying operating conditions
- The ability to calibrate just about any sensor for OEM applications
- User defineable RPM load points
- Allows upgrade to aftermarket ignition coils
Includes:
- external 3 bar MAP
- ECU
- harness
- cd rom
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Aprox. $1650
Research Links:
Haltech - Engine Management Systems
(Company site)
.
.
.
.
.
.
.
Electromotive Total Engine Control:
Notes:
- 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
Installation:
From what I've read, I don't think it will work with the factory Nissan trigger set-up. Their supplied crank trigger wheel will have to be installed, or a custom unit made.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
TEC³ - by Electromotive
(Company site product page)
.
.
.
.
.
.
.
Simple Digital Systems EM-4:
Notes:
Stub.
Installation:
Stub.
Communication:
Serial.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
$1165
Research Links:
Simple Digital Systems EM-4
(Company site)
.
.
.
.
.
.
.
MoTeC:
Notes:
"Not a bad way to spend ten thousand dollars."
Installation:
Stub.
Communication:
Serial.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
Motec
(Company site)
.
.
.
.
.
.
.
FAST (SpeedPro) Electronics XFI:
Notes:
Popular with domestic crowd.
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
Force Fuel Injection - FAST XFI
(Company site)
.
.
.
.
.
.
.
Big Stuff GEN3 PRO SEFI:
Notes:
Popular with domestic crowd.
Installation:
Stub.
Communication:
Serial.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
BigStuff3.com
(Company site)
.
.
.
.
.
.
.
Autronic SM4:
Notes:
Popular in Australia.
Installation:
Stub.
Communication:
Stub.
Software Interface:
SM4V026x2_2 (unknown license status)
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
autronic.com.au
(Company site)
.
.
.
.
.
.
.
Wolf V500:
Notes:
Popular in Australia.
Installation:
Currently harness adapters are available for S13-S15 and GTi-R factory engine harnesses for approx. $100
Otherwise you will have to create your own adapter, or make your own wiring harness.
Communication:
Serial. They recommend a
$95 serial-to-USB adapter.
Software Interface:
Wolf V400 PC Software 4.72.71 ($89 to purchase)
Reliability/Known Issues:
Stub.
Cost:
$1895 V500 EMS
$100 optional wiring harness adapter
$89 tuning software
--------------
$2084 Total
Research Links:
www.wolfems.com
(Company site)
.
.
.
.
.
.
.
MAP-ECU:
Notes:
The basic idea behind this ECU is to replace the factory MAF sensor with a (3 bar?) MAP sensor and intake air temperature sensor. A user can take advantage of the readings a MAP sensor provides instead of the MAF sensor allowing the tuning of fuel delivery.
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
$425
Research Links:
www.mapecu.com
(Company site)
www.performancemotorresearch.co.nz/forum (MAP-ECU's Forum)
.
.
.
.
.
.
.
MAP-ECU2:
Notes:
The basic idea behind this ECU is to replace the factory MAF sensor with a (3 bar?) MAP sensor and intake air temperature sensor. A user can take advantage of the readings a MAP sensor provides instead of the MAF sensor allowing the tuning of fuel delivery.
This ECU also adds the ability to adjust ignition timing and a few other useful things.
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
$725
Research Links:
www.mapecu.com
(Company site)
www.performancemotorresearch.co.nz/forum (MAP-ECU's Forum)
.
.
.
.
.
.
.
MicroTech LT-10 ECU:
Notes:
Stand-alone EMS for 4 cylinder engines.
Installation:
Stub.
Communication:
Serial.
Software Interface:
LT-Series Software ($155 purchase)
Reliability/Known Issues:
Stub.
Cost:
$1095 LT-10 ECU
$155 tuning software
--------
$1250 Total
Research Links:
www.microtech-efi.com
(Company site)
.
.
.
.
.
.
.
KMS:
Notes:
Stand-alone EMS.
This management system can be used as an independent injection/ignition system for virtually all types of Otto engine (engines in which the fuel mix is ignited via a spark plug). It can also be used in combination with a standard engine management system, to take over the standard injection/ignition at any desired engine speed, boost pressure or throttle valve position.
This engine management system also offers a complete air fuel ratio feedback control (lambda control) for most common types of oxygen sensors (Wideband/standard). When used with a KMS Wideband Controller (either with or without dashboard display) the system offers very fast closed loop control of the fueling.
The latest version of software also allows the sample rate of the Wideband monitoring to be adjusted at different RPM bands. This allows the closed loop system to be slowed down for more accurate control at low Rpm while using a much faster response at High RPM. The system also has the option to limit the minimum AF ratio at lower engine temperatures.
A further option allows the AF ratio to be increased if a pre determined inlet tempature is exceeded (ie above 50deg and load site 8). In addition to feedback control, this management system also provides the following functions: load dependent charging pressure control, water injection control, launch control, power-shifting etc.
The features of the KMS management system are:
* Complete engine management system up to 10 cylinders and 15,000 RPM
* Lambda-control: Full Self mapping of fuel. Uses a Air Fuel Target map for every Load & Speed site
* Boost-control: Boost pressure mappable to RPM & Overboost Function
* Launch-control
* Idle Control when used with KMS Idle Control Kit
* Power shift (separate delay and cut off time for each gear)
* 3 auxiliary outputs triggered on a combination of 2 inputs (shift-light, water injection, cooling fan etc.)
* RPM limiter: Soft and Hard cut
* 2 Engineload sensors (ie Map and TPS for fast throttle response on Turbo Engines
* Analogue input (second lambda sensor, gearbox position sensor etc.)
* KMS Management is available in a plastic or aluminium housing
* ECU including main connector and communication cable
Installation:
Stub.
Communication:
Stub.
Software Interface:
Stub.
Reliability/Known Issues:
Stub.
Cost:
Stub.
Research Links:
www.enginemanagement.co.uk
(Company site)
.
.
.
.
.
.
.
