Okay, I *know* off the bat that we are going to have another ECU flame war here. That's NOT what I want. I do not want a "this ECU is better than this". What I WANT is "this ecu has this feature you may want to consider versus this other ecu which doesn't" AND "I have had x DIRECT experience with y ecu".

For those of you who don't know: I've got experience self-installing, tuning, and driving a new E6X setup (which is now for sale) and found the experience largely enjoyable save for a few very serious issues which will be discussed. I'm not new to choosing EMS's, and I don't consider my decision to go Haltech a bad one. I've just had SPECIFIC application issues with this ECU which have caused me to want another one.

Okay, first off, why I'm dropping Haltech like a damn rock:

The friggin 6500 rpm thing is bugging the freak out of me. There is NO WAY I'm going to resort to draconian shielding techniques for my CAS wire. Why? I don't want to, for one. So don't try to convince me to do it. Second, the wiring I have is vastly better than stock already, why should I not reasonably expect the ECU to read the signal? If it can't do that reliably, than I don't know how well crazy *** reshielding is gonna help, and that puts a serious level of doubt in my mind about my system. And I paid enough for the friggin thing to have eliminated that doubt in the first place. So if I can't trust it, I'm not gonna keep it. Also I've had a lot of other niggling little personal issues with it that make me just wanna toss it. My dealer kicks ***, I still highly recommend him, and its because of him I even got the Haltech in the first place. As I said, I still stand by my original decision, new information has made me want to switch.

Now, that said. What have I already considered:

Microtech :: seems from most experiences to be a downgrade from even the Haltech. YES I KNOW A LOT OF YOU RUN THESE. But I have a few plans for this car that will require more inputs and outputs than this ECU provides, and quite frankly, I don't want another Australian Engineering issue to pop up. I've heard enough negative things about these to make me apprehensive and again, the trust issue goes out the window. Plus they seem to be best at WOT and idle.

Autronic: flat out I just haven't heard enough about these units to make a solid decision, and they are Aussie too.

MoTec: $5k. Nuff said.

PFC : not applicable

Wolf 3D : another solid option I'm toying with. The 16 MAP bars on a 3-bar sensor seems very low resolution for a targeted 15-18 psi system, otherwise I've heard nothing bad about these. I'm just wary of the CAS.

TEC3: Seems beautiful. Precise ignition timing (which I know can be added to all the others but I'm not sure if the 1/4 degree worst case is entirely a feature of the motronic wheel), the nice coil packs (I consider that at least equivalent to brand new stock coils, if not a nice upgrade from most of what I've read), I've *heard* its not difficult to tune but I'm investigating that. Fortunately I have good local tuning for the TEC3 just as I do for the Haltech. A number of high-performance but very streeted RX-7 owners seem to be running this EMS as well which doesn't say its the ****, just that its certainly not a problem when it comes to street-smooth high performance. The price is just inside of affordable too. So far the only negative thing about it is that its a bit more expensive at ~$2500 for a full setup. Unless there is some deficiency that will make me dislike this setup, or another setup that you can convince me is equivalent in terms of quality and costs less in terms of price and complexity, I'm probably going with this setup.

For the record, I consider the TEC3 needing the motronic wheel and its own coil packs an advantage, not a disadvantage. Thank you.

So now, edumacate me. What have I forgotten? What should I consider before I switch? I appreciate all logical advice, but please no partisan, "i heard that..." or "my friend..." type of stuff.

 

Although I'm not much help to your thread, I wanted to point out that Motec, Autronic, Wolf, Haltech, and Microtech are all a product of Australian engineering... the Motec and Autronic being on the higher end of these stand-alones.

I apologize if that was exactly the response you weren't looking for, but I thought it important that you try not to make your decision based on where an EMS was engineered from.

 

True enough. I am actually looking over the SM2 stuff to get more info on it. They look nice.

 

Again im not sure if this is gonna be much help to you but it is my 2 cents.

Like stated above I would look into the autronic if i were you. The SM2 like you said. I took the efi101 course thats been the new thing running around the tunning world and for the class we learned off of the autronic systems. I was very impressed with the performance and tunablity of the system. The SM2 runs around $2000 and then there cdi ignition box runs anoth $800 if im not mistaken.

PM Enzo, zkeller, or RICERACING. They all run the sm2 if im not mistaken.

Also autronic just put out there rotary chip for the system.
More info on it can be found here https://www.rx7club.com/showthread.p...light=autronic

Also the down side of autronic though is, from what i've heard there tech support and respect for rotarys is not the best.

SM2:
Features:

* Sequential operation for 2 to 8 cylinder engines.
* Eight injector ouputs.
* Four ignition ouputs (ignition expander available for up to 8 outputs)
* 3D fuel and Ignition maps.
* User defined up to 32 RPM and 16 Load sites = 512 sites.
* Eight auxiliary outputs other than fuel pump control.
* Auxiliary outputs can be defined for boost control, nitrous oxide, staged
* injectors, camshaft timing, AC, fan control, idle valve etc...
* Traction Control.
* Flat Shift. (ver 1.92 & 1.93)
* Launch Control. (ver 1.93)
* Anti-Lag.
* Data Logging.
* Available with high current drivers if required.
* AutoTune option available.
* Compatible with Motec Dash.

Overview and Specifications

Overview.
The Autronic SM2 Sequential Engine Management System are versatile engine management controls for all engine performance upgrades. Their sophisticated features allow these products to provide performance that rivals even the most expensive European systems costing 3 to 10 times more.

Included are features previously found in Formula 1 level applications, yet this system has the flexibility to be used by the every day engine tuner for almost any high performance upgrade.

A user friendly Windows software program allows the user to select the degree of sophistication required for each application. This program, in combination with intelligence within the management system, allows the user to select the finest calibration detail required to match the application, in absolute minimum of time.

This program provides the means of interrogating the engine management system enabling speedy diagnosis and calibration.


Usage.
These systems can cater for the requirements of virtually any spark ignition engine, including the following.
i. High output supercharged or turbocharged engines, with either multi point and/or center point injection.
ii. Rotary (Wankel) and two stroke engines.
ii. Engines having uneven firing sequences such as 2 and 4 cylinder "V" configuration motor cycle engines and V6 motor vehicle engines.
IMPORTANT:- Please note that this product is intended for high performance motor sport applications and compliance with statutory regulations when used on public roads cannot be guaranteed.

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

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

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

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

5. Closed loop (feedback) idle speed control.

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

Interface Requirements.

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

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

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


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

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

SERIAL I/O
1. Communications with "IBM" compatible computer for calibration, fault diagnosis.


Hope that helps man.