Important ECU Tuners Available
4
This thread is for all ECU tuners available on the market for our cars, whether you are N/A, Turbo, Supercharged, or Juicing.
Apex-i AFC-NEO
Webpage
The AFC NEO boasts an incredible 16 points of user definable fuel correction. VTEC control has also been incorporated for Honda/Acura applications. A complete monitor mode is also available to keep the driver/tuner informed of critical engine data.
Features include:
- Completely new case design
- Compact design
- Incorporates both AFC and VAFC functions in one unit
- 16 point fuel correction
- Color FED display
- User defined button and background colors
- Inverted "anti-glare" screen
Key functions include:
MONITOR MODE-
* RPM
* Throttle
* Battery voltage
* Correction %
* Air flow %
* Pressure
* Karmann
* VTEC
SETTING MODE-
* Air map
* Air map graph
* Throttle point
* Deceleration air
* VTEC control
* VTEC unmatch
ETC MODE-
* Model select
* Mode select
* Car select
* Sensor select
* Analog scale
* Warning set
* Display set
* Sensor check
Should anyone want the manual to look over, I've got a copy saved on me 'ol hard drive, I'd be happy to email it to you.
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e-Manage
Webpage
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.)
If anyone wants to take a look at the Manual for this one, I've got that one as well.
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Perfect Power SMT-6
Webpage
The SMT6 was designed to allow you to tune ANY engine. Signals are modified on maps found within the units and with windows software. Installation and tuning is simple and once installed the engine can be retuned by anyone with a laptop and the tuning software. An average installation consists of connecting 6 wires to the vehicles original wiring loom, changing the settings of the unit in the setup section of the tuning software and you are ready to retune the car. It has been found that an experienced installer can install an SMT unit within 30 minutes.
Feature :Benefit
Throttle Sensor: learning feature Fits to any throttle position
RPM Calibration: To suite your installation
High RPM range: Racing?
Fuel map with 128 sites: Smooth Programming
Ignition Map with 128 sites: Fine Ignition resolution
Injection Map with 128 sites: For extra (boost!) injection
0 - 10 volt analogue range: Allows tuning of all models
6 Amp injector drive: Handles 6 x 16 ohm injectors
Various ignition outputs: For the most stringent applications
Selectable Trigger points: To suit
Programmable Cylinders: It works on any amount of cylinders!
Selectable polarity: To Suite
Can handle interlaced signal: For 4 cylinders ignition output tuning
Balanced Inputs: Inverted Outputs
Missing Tooth Signal: For up to 2 teeth advance/retard
Ignition output limit: Limits max. advance and retard
Fuel High low limit: Prevents overdriving the ECU
Small Size: Fits Anywhere
Low Battery Drain: Simple Installation
Self Checking Test Available: For Extra Confidence
Map Switchable: While you drive
All Inputs Protected: No mishaps!
Crystal Controlled: For Stability
Encapsulated: For Moisture and Dust
Easy Tuning Software: DOS or WINDOWS
Low Component Count: High MTBF
10 MIPS computing: To facilitate quick engine response
Signal Conditioning: To prevent miss trigger
Engine profiles (library): Easy set up
Lambda Signal Tuning: Modification of Lambda Senor Readings
Proportional Nitrous Control: Less waste of power in nitrous injection
Adjust Dwell Time: For very basic standalone applications
Rpm / Airflow / Analogue Defection / Temp Switch Point: For cam switch and similar applications
![]()
Apex-i AFC-NEO
Webpage
The AFC NEO boasts an incredible 16 points of user definable fuel correction. VTEC control has also been incorporated for Honda/Acura applications. A complete monitor mode is also available to keep the driver/tuner informed of critical engine data.
Features include:
- Completely new case design
- Compact design
- Incorporates both AFC and VAFC functions in one unit
- 16 point fuel correction
- Color FED display
- User defined button and background colors
- Inverted "anti-glare" screen
Key functions include:
MONITOR MODE-
* RPM
* Throttle
* Battery voltage
* Correction %
* Air flow %
* Pressure
* Karmann
* VTEC
SETTING MODE-
* Air map
* Air map graph
* Throttle point
* Deceleration air
* VTEC control
* VTEC unmatch
ETC MODE-
* Model select
* Mode select
* Car select
* Sensor select
* Analog scale
* Warning set
* Display set
* Sensor check
Should anyone want the manual to look over, I've got a copy saved on me 'ol hard drive, I'd be happy to email it to you.
e-Manage
Webpage
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.)
If anyone wants to take a look at the Manual for this one, I've got that one as well.
Perfect Power SMT-6
Webpage
The SMT6 was designed to allow you to tune ANY engine. Signals are modified on maps found within the units and with windows software. Installation and tuning is simple and once installed the engine can be retuned by anyone with a laptop and the tuning software. An average installation consists of connecting 6 wires to the vehicles original wiring loom, changing the settings of the unit in the setup section of the tuning software and you are ready to retune the car. It has been found that an experienced installer can install an SMT unit within 30 minutes.
Feature :Benefit
Throttle Sensor: learning feature Fits to any throttle position
RPM Calibration: To suite your installation
High RPM range: Racing?
Fuel map with 128 sites: Smooth Programming
Ignition Map with 128 sites: Fine Ignition resolution
Injection Map with 128 sites: For extra (boost!) injection
0 - 10 volt analogue range: Allows tuning of all models
6 Amp injector drive: Handles 6 x 16 ohm injectors
Various ignition outputs: For the most stringent applications
Selectable Trigger points: To suit
Programmable Cylinders: It works on any amount of cylinders!
Selectable polarity: To Suite
Can handle interlaced signal: For 4 cylinders ignition output tuning
Balanced Inputs: Inverted Outputs
Missing Tooth Signal: For up to 2 teeth advance/retard
Ignition output limit: Limits max. advance and retard
Fuel High low limit: Prevents overdriving the ECU
Small Size: Fits Anywhere
Low Battery Drain: Simple Installation
Self Checking Test Available: For Extra Confidence
Map Switchable: While you drive
All Inputs Protected: No mishaps!
Crystal Controlled: For Stability
Encapsulated: For Moisture and Dust
Easy Tuning Software: DOS or WINDOWS
Low Component Count: High MTBF
10 MIPS computing: To facilitate quick engine response
Signal Conditioning: To prevent miss trigger
Engine profiles (library): Easy set up
Lambda Signal Tuning: Modification of Lambda Senor Readings
Proportional Nitrous Control: Less waste of power in nitrous injection
Adjust Dwell Time: For very basic standalone applications
Rpm / Airflow / Analogue Defection / Temp Switch Point: For cam switch and similar applications
1 - 7 of 7 Posts
I know. just giving you a hard time 
3
MegaSquirt
Webpage
The MegaSquirt fuel tuner is a build it yourself ECU. It takes some skill to do this, but look at the information below. You may find you CAN do this yourself.
Understanding how MegaSquirt controls the fuel injectors will help you to assemble, test, and tune your MegaSquirt for best performance. MegaSquirt works on a number of levels to inject the correct amount of fuel into your engine. Most tangible is the hardware. This consists of:
CPU (U1, the 68HC908) and clock section (Y1, the 32768 Hz crystal), that perform computations,
Serial communications section (most notably U6, the MAX232 chip) to enable tuning software to read and write parameters to MegaSquirt,
Power section (especially U5, the LM2937 voltage regulator) to provide a constant 5 volts for many of the other components,
Various input conditioning circuits (consisting mainly of capacitors, resistors, and diodes, but also including: U3, the MPX4250 MAP sensor, and U4, the opto-isolator for the ignition signal, and
A number of outputs to drive the injectors, relays, and LEDs. Significant components include U7, the 34151 FET injector driver, Q2 and Q7, the two IFRIZ34N FETs (field effect transistors) for the injector banks, Q1, the TIP32C flyback transistor, and a number of other transistor, capacitors, and resistors.
There are also a number of other associated parts, such as connectors, the case, cables, etc.
The MC68HC908 CPU is controlled by “embedded software”. This is “burned” into the non-volatile memory (remembers data even when the power is turned off) of the CPU. It is written in assembly language. The embedded code and its variants are freely available. Another part of the CPU memory is burned with the “bootloader”, which tells the CPU how to interpret and store new versions of the embedded code sent through the serial communications port. The parameters that adjust the embedded code to your specific vehicle are configured using a laptop and tuning software, such as MegaTune. These are Windows9x/Me/XP applications. They can read information coming from the MegaSquirt, as well as send parameters to MegaSquirt for use and storage.
The amount of fuel injected by MegaSquirt depends on several factors:
The Ideal Gas Law that relates the amount of air to its pressure, volume and temperature, (this is a fundamental part of the embedded code).
Measured values: manifold pressure, engine and intake air temperature, rpm, etc. (these are taken from the sensor measurements).
Tuning parameters: REQ_FUEL, volumetric efficiency, injector open time, etc. (these are input and adjusted using the tuning software).
MegaSquirt uses all these factors to determine the fuel pulse width - longer pulse widths mean more fuel (richer), shorter pulse widths mean less fuel (leaner).
More information can be found at MegaSquirt.
![]()
Spectre eMS-Pro Standalone
Webpage
Based on the MegaSquirt-N-Spark Extra code, but taken 'to the next level' in nearly every way possible, the Spectre eMS-Pro is not really playing in the same court as some of our traditional more DIY oriented products. With roots firmly set in MegaSquirt technology, Spectre has stopped at nothing to add just about every 'extra' feature they could pack in the case. They started by changing the connector used to a heavy-duty Amp-Seal connector rated for automotive use, good move. Next they incorporated separate power regulators for the mission-critical and non-mission critical functions, keeping anything that could interfere with the running of your engine, but was absolutely critical, isolated and in its own safe little sandbox. Next Spectre added USB connectivity, you read that right.... the serial interface is still there if you want it, they simply ADDED USB, you can actually use both at the same time, potentially to allow datalogging (read only) on the serial, while tuning on the USB, or vice-versa.
Features:
External DIP switches to configure spark inputs and outputs
Boost Control
Nitrous Oxide Control
Knock Sensor Input (tunable to OEM sensors)
2-step launch control
Shift Light output
Tachometer output
Cooling fan control
4-bar MAP sensor for up to 44psi of BOOST!
Second barometric pressure sensor for automatic baro correction
Fast-idle warm up or closed loop idle control via a PWM idle valve
Support for high or low impedance injectors
Support for single crank angle sensor or dual crank/cam sensor ignition setups
And plenty more... these are just the highlights!
![]()
AEM Universal EMS
Webpate
AEM’s Universal Programmable Engine Management System adapts to any vehicle using the company’s flying lead wiring harness and sensors (sold separately). In addition to the features found in our Plug & Play EMS, AEM’s Universal EMS also includes 10 independent, built-in peak & hold injector driver channels, direct drive ignition and dual wideband UEGO controllers. Peak & Hold injector drivers enable users to utilize low impedance injectors with a true 4/1 Peak & Hold injector drive circuit. The Direct Drive ignition feature allows users to drive a coil directly from the ECU without the need for an igniter or ignition module, and a wideband UEGO controller is an essential tuning tool that provides a 0-5 signal for monitoring and tuning air/fuel ratios (AFR) on heavily modified high-performance engines.
Features:
System is fully enabled—Never pay for upgrades!
Runs on Windows™ compatible software
Live help window eases tuning process
Free software updates on aempower.com
Fuel table automapping
Programmable traction control
Onboard 512kb datalogger
Up to 10 cylinder sequential fuel injection
10 independent peak & hold injector drivers
Direct drive ignition feature eliminates need for igniter or ignition module
On-board wideband UEGO controller
6 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
![]()
Webpage
The MegaSquirt fuel tuner is a build it yourself ECU. It takes some skill to do this, but look at the information below. You may find you CAN do this yourself.
Understanding how MegaSquirt controls the fuel injectors will help you to assemble, test, and tune your MegaSquirt for best performance. MegaSquirt works on a number of levels to inject the correct amount of fuel into your engine. Most tangible is the hardware. This consists of:
CPU (U1, the 68HC908) and clock section (Y1, the 32768 Hz crystal), that perform computations,
Serial communications section (most notably U6, the MAX232 chip) to enable tuning software to read and write parameters to MegaSquirt,
Power section (especially U5, the LM2937 voltage regulator) to provide a constant 5 volts for many of the other components,
Various input conditioning circuits (consisting mainly of capacitors, resistors, and diodes, but also including: U3, the MPX4250 MAP sensor, and U4, the opto-isolator for the ignition signal, and
A number of outputs to drive the injectors, relays, and LEDs. Significant components include U7, the 34151 FET injector driver, Q2 and Q7, the two IFRIZ34N FETs (field effect transistors) for the injector banks, Q1, the TIP32C flyback transistor, and a number of other transistor, capacitors, and resistors.
There are also a number of other associated parts, such as connectors, the case, cables, etc.
The MC68HC908 CPU is controlled by “embedded software”. This is “burned” into the non-volatile memory (remembers data even when the power is turned off) of the CPU. It is written in assembly language. The embedded code and its variants are freely available. Another part of the CPU memory is burned with the “bootloader”, which tells the CPU how to interpret and store new versions of the embedded code sent through the serial communications port. The parameters that adjust the embedded code to your specific vehicle are configured using a laptop and tuning software, such as MegaTune. These are Windows9x/Me/XP applications. They can read information coming from the MegaSquirt, as well as send parameters to MegaSquirt for use and storage.
The amount of fuel injected by MegaSquirt depends on several factors:
The Ideal Gas Law that relates the amount of air to its pressure, volume and temperature, (this is a fundamental part of the embedded code).
Measured values: manifold pressure, engine and intake air temperature, rpm, etc. (these are taken from the sensor measurements).
Tuning parameters: REQ_FUEL, volumetric efficiency, injector open time, etc. (these are input and adjusted using the tuning software).
MegaSquirt uses all these factors to determine the fuel pulse width - longer pulse widths mean more fuel (richer), shorter pulse widths mean less fuel (leaner).
More information can be found at MegaSquirt.
Spectre eMS-Pro Standalone
Webpage
Based on the MegaSquirt-N-Spark Extra code, but taken 'to the next level' in nearly every way possible, the Spectre eMS-Pro is not really playing in the same court as some of our traditional more DIY oriented products. With roots firmly set in MegaSquirt technology, Spectre has stopped at nothing to add just about every 'extra' feature they could pack in the case. They started by changing the connector used to a heavy-duty Amp-Seal connector rated for automotive use, good move. Next they incorporated separate power regulators for the mission-critical and non-mission critical functions, keeping anything that could interfere with the running of your engine, but was absolutely critical, isolated and in its own safe little sandbox. Next Spectre added USB connectivity, you read that right.... the serial interface is still there if you want it, they simply ADDED USB, you can actually use both at the same time, potentially to allow datalogging (read only) on the serial, while tuning on the USB, or vice-versa.
Features:
External DIP switches to configure spark inputs and outputs
Boost Control
Nitrous Oxide Control
Knock Sensor Input (tunable to OEM sensors)
2-step launch control
Shift Light output
Tachometer output
Cooling fan control
4-bar MAP sensor for up to 44psi of BOOST!
Second barometric pressure sensor for automatic baro correction
Fast-idle warm up or closed loop idle control via a PWM idle valve
Support for high or low impedance injectors
Support for single crank angle sensor or dual crank/cam sensor ignition setups
And plenty more... these are just the highlights!
AEM Universal EMS
Webpate
AEM’s Universal Programmable Engine Management System adapts to any vehicle using the company’s flying lead wiring harness and sensors (sold separately). In addition to the features found in our Plug & Play EMS, AEM’s Universal EMS also includes 10 independent, built-in peak & hold injector driver channels, direct drive ignition and dual wideband UEGO controllers. Peak & Hold injector drivers enable users to utilize low impedance injectors with a true 4/1 Peak & Hold injector drive circuit. The Direct Drive ignition feature allows users to drive a coil directly from the ECU without the need for an igniter or ignition module, and a wideband UEGO controller is an essential tuning tool that provides a 0-5 signal for monitoring and tuning air/fuel ratios (AFR) on heavily modified high-performance engines.
Features:
System is fully enabled—Never pay for upgrades!
Runs on Windows™ compatible software
Live help window eases tuning process
Free software updates on aempower.com
Fuel table automapping
Programmable traction control
Onboard 512kb datalogger
Up to 10 cylinder sequential fuel injection
10 independent peak & hold injector drivers
Direct drive ignition feature eliminates need for igniter or ignition module
On-board wideband UEGO controller
6 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
1 - 7 of 7 Posts
