Why Choose ProEFI
Advantages to using an aftermarket ECU vs. “retune” the stock ECU
The main advantage to going with an ECU like ProEFI is the extra control over power adders and keeping the safeguards in place to prevent damage to the engine. When modifying a vehicle to make more power, you must address the electronics controlling the engine to compensate for the aftermarket components. When attempting to make adjustments to the stock ecu, you are stuck within the parameters of the controller and in a lot of cases, you are unable to address all of the appropriate tables that need to be adjusted. When you see these inexpensive calibration tools that work with the factory controller, this is what we are talking about, very limited control. With ProEFI’s engine controller, you are able to adjust all of the tuning parameters on the fly in real time, rather than making adjustments after the fact and guessing multiple times and reflashing the stock ECU. The biggest gain is when you need to control the accessories, like boost control for turbos or supercharges, nitrous control, traction control, methanol injection for additional fueling. There is no way to properly control these devices with the stock controller. This ability leads to a much better running vehicle that performs well in all conditions and allows for future upgrades without having to go in to the factory controller and figure out how to make things work.

Top 10 reasons why ProEFI blows away the competition!

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

b. 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 MECAHANICAL 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

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. a. 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 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. 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 computers 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 i. Shut down Nitrous, boost, engage a rev limiter, turn on a check engine light, etc.… b. Over boost c. Sensor faults i. 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.…. ii. Drive By Wire
iii. The ProEFI utilizes O.E.M. strategy and safeguards for controlling the Drive By Wire Throttle 1. Failsafe are able to be set by the tuner in 4 Power limit modes a. For example – Engine temp is too high, limit power to 40% 2. 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. 3. Of course, sensor deviation fail safes to power limit modes. 4. Check engine light for DBW failures 5. True Check Engine light with MIL Codes a. The ProEFI actually utilizes the check engine light to give fault codes for user feedback i. This obviously saves time and headaches 6. Override engine simulation a. 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 a. 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 a. 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 a. Nitrous Control is actual airflow based
i. Simply enter 1. the jet size 2. number of jets 3. wet or dry kit 4. Input nitrous pressure from a sensor or enter the default pressure used. 5. Enter the target air fuel while nitrous is active 6. Enter spark retard while nitrous is active ii. Nitrous has 4 stages 1. Can be active under conditions as well as time based triggers 10. Launch Control and Traction control a. Easy to use Launch control and traction control i. Launch control is time or Vehicle speed based 1. Starts a timer from a clutch switch or trans brake input a. Limits engine power to allow for maximum traction on bad tracks. b. Traction control has several different settings i. Vehicle speed based – For automatic cars without differential wheel sensors ii. Engine based acceleration per gear (6 speeds) – For manual Trans cars without differential wheel speed sensors, or All wheel drive cars. iii. Driveshaft speed vs. time – for those crazy 10.5” tire 2000+hp cars that hang the front tires for 300’ iv. Differential Wheel speed – Control the slip between driven and non-driven wheels. 11. Last, but not least a. No repair issues i. Less down time b. Save thousands over a remotely comparable system i. Take your family on a nice European vacation ii. Buy an even bigger turbocharger! iii. Buy new wheels and tires.