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Discussion Starter · #1 · (Edited)
I found this over at supraforums in the Sound Performance subforum. It is pricing for the ProEFI units. I love how mine runs so I figured I'd pass this along.

Sound Performance said:
I have some new pricing that will be good up through the end of March.


Pro128 ECU & harness: Sale Price $1999
Pro48 ECU & harness: Sale Price $1425

Some of you have asked for a less expensive alternative so we have developed the 48 Budget kit!! This includes the computer and flying lead harness. This means that you will have to cut and solder the wires. Not a real big deal if any of you have ever put in an AFC or similar unit.

Pro48 ECU & Flying lead harness Sale Price $1199

Optional Items

Wideband sensor for 128 kits: $150
Can Gauge for either kit (only 6 left at this price!!) $299
Can Cable $299
Flex Fuel sensor with -6 fittings $499
Boost control Solenoid with fittings $90
Boost control knob $30
Fuel pressor sensor $149
Exhaust back pressure sensor and fittings $165
Map sensor 5 bar $149

SoundPerformance.com -
What I have on my car from this list is the ProEFI 128 Pin with harness, wideband sensor, can gauge, 5 bar map sensor, boost control solenoid, and boost control knob.
 

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err i probably asked but does this control DBW? and VVTI?
 

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ProEFI Summary:

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

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

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

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

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

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

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

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

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

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

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

Drive by wire capability!!

Nitrous control:

Up to 4 stages!!

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

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

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

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

Fuel pressure compensation:

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

Boost Control Strategies:

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

Will be able to control boost by speed.

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

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

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

5 completely different boost maps available and controlled by a dash mounted switch!!

Lean condition safety features:

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

Misfire detection:

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


20 channel thermocouple capability:

Yep..... 20 channel!! Put one in every runner..... downpipe..... anywhere you can think of!! This is critical in tuning an engine to run exactly the same on every cylinder!!!


Methanol Control

Sytem can control a methanol pump automatically varied pump speed bases on methanol requirements. Can also be implemented with other methanol systems to switch fuel and timing maps automatically. Complete fuel and timing control as well as boost levels automatically switched based on whether or not methanol is spraying.

Flex Fuel

By simply adding a flex fuel sensor, the ProEFI computer automatically adjust fuel and timing, as well as boost levels based on ethanol content in fuel!!

Multiple rev limiters.

Up to four rev limiters for launch, burn out, 2 step and main as well as separate boost control levels for each!!



Top 10 reasons why ProEFI is superior to other currently offered EMS systems


1. O.E.M. Factory tested, factory developed hardware.

- Honestly, who knows more about building electronics than someone like Continental/Motorola? They spend Billions of dollars in development of reliable electronics to meet and exceed the demands of the O.E. automobile manufactures. These demands are not just there for reliability, but LIABILITY, which is a lot more important. You can stand to have your car break down and have it towed, but it’s a lot more to take if those failures cause you bodily injury or death. The ProEFI ECU is the ONLY aftermarket ECU put through those strict standards. NONE of the other aftermarket ECU’s have to be able to pass these tests.

- The ECM is designed to meet automotive industry standard under hood environmental requirements for 12 volt and 24 volt systems, and also meets marine industry environmental requirements. Validation tests included extreme operating temperatures (-40° to +105° C), thermal shock, humidity, salt spray, salt fog, immersion, fluid resistance, mechanical shock, vibration, and EMC. It is the responsibility of the application engineer to assure that the application does not exceed the demonstrated capabilities of the unit; vibration or thermal. It may be necessary to perform additional tests to validate the unit in the application. 6.2 STORAGE TEMPERATURE: -40° to +125° C 6.3 OPERATING TEMPERATURE: -40° to +105° C 6.4 THERMAL SHOCK: -40° to +125° C transition within 10s for 500 cycles 6.5 FLUID RESISTANCE: Two stroke motor oil, Four stroke motor oil, Unleaded gasoline, ASTM Reference 'C' fuel 6.6 HUMIDITY RESISTANCE: 85% humidity at 85°C for 1000 hours of operation. 6.7 SALT FOG RESISTANCE: 1000 hours 6.8 IMMERSION: Submersible in 8% saltwater solution to 10' 6.9 MECHANICAL SHOCK: 50 hours of 50 g's 6.10 DROP: Random drop tests on concrete from 6' 6.11 VIBRATION: Engine mountable and tested to high-performance levels

Vibration Test Chart.jpg

6.12 ABNORMAL SUPPLY VOLTAGE RESISTANCE:

Conditions Supply Voltage Time

Reverse Battery -24VDC 5 Minutes

Abnormal Alternator Output 36VDC 5 Minutes

Minimum Battery 6VDC Indef.

Put any one of our competitors through any of these tests = FAIL! Purchase new ecu, no warranty! We could stop right here, but let’s continue.

2. The ProEFI’s Engine control strategy is the culmination of years of O.E.M. research and development for the best, most accurate engine control strategies to meet strict Emissions requirements (don’t kid yourself, emissions requirements is what drives this technology!). ProEFI uses the latest state of the art Engine control strategy, while most of the competitors (including the Gold box) are using mid 80’s technology….look up tables for fuel and timing adjustments. This technology was ditched so fast by the O.E.’s most people never realized they used it. By 1984 Mass airflow sensors were being introduced in mass production cars in place of map sensor look up tables. Some of the O.E.’s began using true speed density systems around the same time. While the aftermarket likes to refer to their ecu’s as ‘Speed Density’ it really is not anywhere near the same thing.

- Volumetric Efficiency – This one is a no brainer to those that truly understand engines

i. Requires less work by the tuner! Once the basic setup is completed, most modern engines are quite well designed and with 4 valve pent roof cylinder heads flow pretty consistently across the board.

ii. Gives a lot more accuracy in the tune because the computer knows air flow (even in speed density) because it is calculated based upon the efficiency of the engines airflow, engine size, and Manifold pressure. The calculated airflow in Grams/sec is then compared against the target air/fuel (Desired Equivalency). The injector characterization lets the computer know EXACTLY how much fuel will be injected in grams/sec with a given injector opening. So for example a cylinder that is 100% efficient and is has 500cc of swept cylinder volume (displacement), the computer knows that there is 500cc’s of air in that cylinder. So if a mixture of say 10 to 1 is requested (not from O2 feedback) the computer will then inject 50cc’s of fuel. This is not “Theory” this is how the O.E.’s do speed density, it is as accurate as the information given it by the tuner. This eliminates COSTLY mistakes in tuning as well. Since one of the first things you do in the setup is enter your target a/f in the target air/fuel table, when you start making runs, by default, you can’t be too far off.

3. Engine position calculation

i. Engine position in the ProEFI is the same as the O.E.M.’s use. It is programmed in hard code, and therefore cannot be adjusted in calibration. This is so the engine position is calculated at the speed of the processor (56 MHz in the case of the 128), not foreground calibratable speed. The makes for a much more accurate calculation of engine speed, and you can easily see this when putting a timing light on the crank pulley and revving the engine. Rock solid timing like the stock computer had! This is a HUGE Deal!

4. Safety measures

i. All of the features in the ProEFI are tied in to what is called “Fault Management”. Fault Management is exactly what it sounds like. The tuner sets up fault conditions and the computer constantly monitors the sensors for faults. If a fault occurs the computer instantly compensates for those faults, saving your engine, and even possibly saving you from crashing your automobile.

1. Faults include but are not limited to

a. Lean condition

- Shut down Nitrous, boost, engage a rev limiter, turn on a check engine light, etc…

b. Over boost

c. Sensor faults

- Sensor faults will engage back up strategy to allow you to limp home if you will.

d. Nitrous fail safes

e. Oil Pressure

f. Radiator pressure…. Etc….

g. Drive By Wire

i. The ProEFI utilizes O.E.M. strategy and safeguards for controlling the Drive By Wire Throttle

- Failsafe are able to be set by the tuner in 4 Power limit modes

- For example – Engine temp is to high, limit power to 40%

- Electronic Throttle spring tests – Upon each shutdown event the tension of the Electronic Throttle return spring is tested to ensure proper working condition of the throttle before the next engine operation is performed.

- Of course sensor deviation fail safes to power limit modes.

- Check engine light for DBW failures

5. True Check Engine light with MIL Codes

- The ProEFI actually utilizes the check engine light to give fault codes for user feedback

- This obviously saves time and headaches

6. Override engine simulation

- This gets incredibly complex very quickly. In short, you can override ANY sensor, simulate the engine running, and test ALL outputs to help diagnose problems in coils, injectors, or any other ancillary device.

7. Built in peak and hold injector drivers for up to 12 injectors

- This just scratches the surface of the I/O of the Pro128

i. 12 injector drivers

ii. 16 EST coil drivers

iii. 34 analog inputs

iv. 10 Low side outputs 6amp capable

v. Dual wideband Lambda inputs

vi. Dual Channel knock control

vii. 3 H-bridge drivers for DBW, Stepper motor control etc..

viii. Tach Output

ix. 8 Digital inputs

x. 2 speed inputs

xi. 2 CAN 2.0 Channels

xii. Cam

xiii. Crank

xiv. And these aren’t unless this is used or that is used…..these are ALL available at ONCE!

8. Knock Control

- O.E.M. knock control strategy utilizing its own designated Knock Chip inside the ECU. This sole purpose of the knock chip is knock control, nothing else.

i. True bore size frequency based knock filtering

ii. Knock window filtering

iii. Individual cylinder based

9. Nitrous control

- Nitrous Control is actual airflow based

- Simply enter

- the jet size

- number of jets

- wet or dry kit

- Input nitrous pressure from a sensor or enter the default pressure used.

- Enter the target air fuel while nitrous is active

- Enter spark retard while nitrous is active

- Nitrous has 4 stages

- Can be active under conditions as well as time based triggers
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10. Launch Control and Traction control

a. Easy to use Launch control and traction control

- Launch control is time or Vehicle speed based

- Starts a timer from a clutch switch or transbrake input

a. Limits engine power to allow for maximum traction on bad tracks.

b. Traction control has several different settings

- Vehicle speed based – For automatic cars without differential wheel sensors

- Engine based acceleration per gear (6 speeds) – For manual Trans cars without differential wheel speed sensors, or All wheel drive cars.

- Driveshaft speed vs. time – for those crazy 10.5” tire 2000+hp cars that hang the front tires for 300’

- Differential Wheel speed – Control the slip between driven and non driven wheels.

11. Last, but not least

a. No repair issues

- Less down time

b. Save thousands over a remotely comparable system

- Take your family on a nice European vacation

- Buy an even bigger turbocharger!

- Buy new wheels and tires.
 

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Is the unit end user installable or tunable? Or does this require a local authorized installer and tuner? Is it plug and play for the IS300?
 

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Details on the PNP unit
 

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Discussion Starter · #13 ·
Details on the PNP unit
What details do you need? From what I have read, the main differences are that the 128 pin has the ability to control dbw and vvti, and I think comes with internal data logging (might be wrong on this). If you don't need dbw or control of vvti then the 48 would probably be an okay alternative.
 

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