So I wanted to take the time to share my thoughts on the Pro EFI. In a word... Awesome! I've had the unit for a little while working out some things with Jason so I haven't been able to spend much time tuning it.
Since I am stock TT ATM, we had to work on the ATM strategies and sequential software to suit my needs. Most of it is sorted out and I have to say the car has never driven as smooth as it has now. The trans goes into gear and shifts as smoothly as the stock ECU but hits the shift as hard as I want when I stand on it. I can talor any shift to have any feel I want. At low throttle I like a very light but positive shift. Almost imperceiveable but not mushy. I can make the trans do anything I want at any speed. One of the nicer things is slowing down you can't tell the trans is downshifting but if you get back in the throttle, it is already in the gear you want and doesn't have any delay getting into the demanded gear. The shift tables allow me to control the upshift and downshift to the exact speed I want per gear and TPS. Down to the hundreth of a MPH if I want.
The craziest thing is how UNREAL smooth and linear the sequential transition is. The first time I drove it with the software Jason wrote for Larry and me, I seriously thought the sequence wasn't working. I rolled into the throttle and the power came on with the first turbo like it always did but then kept increasing. I quickly realized the turbos switched over and I really didn't feel it! Keep in mind this was with some settings I ball parked knowing what I always wanted to do with the AEM but never had the control. I have maybe 5 minutes into the sequential calibration. During the drive I took a log sitting still at an idle going to WOT and up through 2nd gear. I sent it to Larry to see because I told him how good it was working. He emailed me back asking to send a log of the transition. I told him the 1.5 PSI drop as the turbos spooled was the transition. You can BARELY feel it when driving. It makes it SO much fun to drive.
Throttle response is fast and crisp. The car has never been this fun to drive. It transitions smoother than when it was stock on the OEM ECU with MUCH more power from the increased boost. Most of you know as you kick up the boost the transition gets worse. Back since 97 on the stock ECU I had dual boost controllers and modified bypass wastegate which drastically improved how it transitioned. It still wasn't close to how it is today. Since the timing control is very accurate, I could never get away with the timing numbers I am now or as aggressive on the A/Fs. The AEM timing floated around causing intermittent sensitivity to knock even on race fuel and limited potential power. On a stock TT car which is very knock sensitive this is critical. Another reason why the stock ECU with SAFC was such a killer combo over the AEM in a TT car. Now I can do what I want without having to be so cautious.
I took it to the track and on the first night (second run) the car ran 7.11 at 96mph in the 1/8th (1.500 60ft) which is in the top 3 passes for the car. I've run 7.0#s at 98mph before but on much better nights (cooler, cleaner air and 3 more PSI boost). We don't get the negative density altitude nights in CA with low humidity either. It was a 1200ft DA night when I made that pass. Granted I know the car well so I understood what the car needed but I seriously have about 15 min in the WOT tune. The shift RPM at 1-2 and 3-4 were 38 RPM apart!! I don't need to lead the shift as much with the ProEFI making it much more consistant to tune. I drove to the track, lowered tire pressure, pulled my headlight and put it on the track. First pass was a wash because the sequence worked so well it was at 22 psi boost within 1 sec from when I went WOT and blew off the tires. Next run I waited for the tree to start to drop before I got into it and launched at lower boost. Took it last thursday and only made one pass (lots of oil downs) and clicked a 7.23 with a mild 1.540 60ft on a much warmer night.
My set up:
FULL sequential. NOT in True Twin at the track or ever.
264 HKS cams
Intake w/ 6" AEM filter I fabricated (went just as quick MPH on stock airbox no filter)
Usually run with 1/2 to 3/4 tank (race gas) NOT VP import or Q16. Not any exotic fuel either.
Full weight (spare, jack, EVERYTHING in the car) with an extra 75lbs of tools, laptop/bag, and jumper/air pump/AC inverter box. Oh and my 200lb butt. Scales around 3850 with me in it when I race it.
Level 10 trans. No cooler, been in the car for 7yrs and has over 200 low 11 passes.
PI single disk converter built to my specifications. Not locked up.
275/45 R17 M/T DRs usually on stock wheels. Currently on Wedsports since my Toyo DR are on my stock rims. Wedsports are only about 3lbs lighter.
Stock front wheels. Which are 3.5" smaller diameter than CCW skinnies. Those who know, that is a HUGE difference in rollout and can be worth up to .2 in 1/4 alone...
Custom Penske 8300 shocks. Note they only helped with consistancy. Car did 1.48 60ft on completely stock 80k mi shocks/springs. Typically does 1.47-1.54 60fts with those shocks.
Rear alignment to my specs done by me in the garage with toe plates and old dunlop camber tool.
TRD diff and 4.27's. Didn't make big diff in E/T but really helped make the car hook better. Engine can't out accelrate the tires so if it spins it grabs sooner.
MSD DIS2/4. Unneccessary with ProEFI but had in the car since 97 (I had it working on stock ECU before Powerhouse ever did BTW...) Ha Ha!
RMM downpipe and Greddy twin path exhaust with stock chrome exhaust stack. That exhaust is VERY quiet and crazy heavy I might add.
HKS hardpipe kit painted black.
19 psi drops to 17 psi or so at high RPM. NOTE: Previous quickest/fastest passes on the car were with wastegate shimmed shut making 22 psi in 3rd gear
I think that is it...Everything else is 100% stock Toyota. Still has stock intercooler and 80k on original turbos. If not mentioned, its stock even the battery is Toyota True start...
The AEM that was in my car before had an easy 1000+ hours tinkering and drove better than any other AEM TT ATM car out there. I guarantee that. Anyone who knows me can back that up. Larry, Justin, Jason, Ryan H etc can attest to that statement. I used to install the converters in the car, put in pump gas and run it through CA Test Only stations every two years. No special favors or anything. EGR, EVAP all worked. It ran well. The ProEFI has almost NO time in the tune and blew the AEM out of the water. I haven't even bothered to put it in closed loop yet! I'm not bashing the AEM as it has been an excellent ECM I've trusted for years (and still will mind you) but times have changed and the bar has been raised.
When I talk drivability keep in mind that part of what I do for a living is evaluate drivability for an OEM (probably not hard to guess for whom...) I have my proving ground test track advanced licence and have driven on US and overseas test facilities in many capacities so I'm not just some random Supra owner. I cannot say how happy I am with this ECU. That is not enough for those involved and we all have been working to make it even better. I admit those involved had a bit of a learning curve and we had some challenges like any other product but Jason has been working very hard at improving it ever way he can. In the last week or so I feel the car is at a new level than it ever was before.
This ECU is a SERIOUS winner.
Since I am stock TT ATM, we had to work on the ATM strategies and sequential software to suit my needs. Most of it is sorted out and I have to say the car has never driven as smooth as it has now. The trans goes into gear and shifts as smoothly as the stock ECU but hits the shift as hard as I want when I stand on it. I can talor any shift to have any feel I want. At low throttle I like a very light but positive shift. Almost imperceiveable but not mushy. I can make the trans do anything I want at any speed. One of the nicer things is slowing down you can't tell the trans is downshifting but if you get back in the throttle, it is already in the gear you want and doesn't have any delay getting into the demanded gear. The shift tables allow me to control the upshift and downshift to the exact speed I want per gear and TPS. Down to the hundreth of a MPH if I want.
The craziest thing is how UNREAL smooth and linear the sequential transition is. The first time I drove it with the software Jason wrote for Larry and me, I seriously thought the sequence wasn't working. I rolled into the throttle and the power came on with the first turbo like it always did but then kept increasing. I quickly realized the turbos switched over and I really didn't feel it! Keep in mind this was with some settings I ball parked knowing what I always wanted to do with the AEM but never had the control. I have maybe 5 minutes into the sequential calibration. During the drive I took a log sitting still at an idle going to WOT and up through 2nd gear. I sent it to Larry to see because I told him how good it was working. He emailed me back asking to send a log of the transition. I told him the 1.5 PSI drop as the turbos spooled was the transition. You can BARELY feel it when driving. It makes it SO much fun to drive.
Throttle response is fast and crisp. The car has never been this fun to drive. It transitions smoother than when it was stock on the OEM ECU with MUCH more power from the increased boost. Most of you know as you kick up the boost the transition gets worse. Back since 97 on the stock ECU I had dual boost controllers and modified bypass wastegate which drastically improved how it transitioned. It still wasn't close to how it is today. Since the timing control is very accurate, I could never get away with the timing numbers I am now or as aggressive on the A/Fs. The AEM timing floated around causing intermittent sensitivity to knock even on race fuel and limited potential power. On a stock TT car which is very knock sensitive this is critical. Another reason why the stock ECU with SAFC was such a killer combo over the AEM in a TT car. Now I can do what I want without having to be so cautious.
I took it to the track and on the first night (second run) the car ran 7.11 at 96mph in the 1/8th (1.500 60ft) which is in the top 3 passes for the car. I've run 7.0#s at 98mph before but on much better nights (cooler, cleaner air and 3 more PSI boost). We don't get the negative density altitude nights in CA with low humidity either. It was a 1200ft DA night when I made that pass. Granted I know the car well so I understood what the car needed but I seriously have about 15 min in the WOT tune. The shift RPM at 1-2 and 3-4 were 38 RPM apart!! I don't need to lead the shift as much with the ProEFI making it much more consistant to tune. I drove to the track, lowered tire pressure, pulled my headlight and put it on the track. First pass was a wash because the sequence worked so well it was at 22 psi boost within 1 sec from when I went WOT and blew off the tires. Next run I waited for the tree to start to drop before I got into it and launched at lower boost. Took it last thursday and only made one pass (lots of oil downs) and clicked a 7.23 with a mild 1.540 60ft on a much warmer night.
My set up:
FULL sequential. NOT in True Twin at the track or ever.
264 HKS cams
Intake w/ 6" AEM filter I fabricated (went just as quick MPH on stock airbox no filter)
Usually run with 1/2 to 3/4 tank (race gas) NOT VP import or Q16. Not any exotic fuel either.
Full weight (spare, jack, EVERYTHING in the car) with an extra 75lbs of tools, laptop/bag, and jumper/air pump/AC inverter box. Oh and my 200lb butt. Scales around 3850 with me in it when I race it.
Level 10 trans. No cooler, been in the car for 7yrs and has over 200 low 11 passes.
PI single disk converter built to my specifications. Not locked up.
275/45 R17 M/T DRs usually on stock wheels. Currently on Wedsports since my Toyo DR are on my stock rims. Wedsports are only about 3lbs lighter.
Stock front wheels. Which are 3.5" smaller diameter than CCW skinnies. Those who know, that is a HUGE difference in rollout and can be worth up to .2 in 1/4 alone...
Custom Penske 8300 shocks. Note they only helped with consistancy. Car did 1.48 60ft on completely stock 80k mi shocks/springs. Typically does 1.47-1.54 60fts with those shocks.
Rear alignment to my specs done by me in the garage with toe plates and old dunlop camber tool.
TRD diff and 4.27's. Didn't make big diff in E/T but really helped make the car hook better. Engine can't out accelrate the tires so if it spins it grabs sooner.
MSD DIS2/4. Unneccessary with ProEFI but had in the car since 97 (I had it working on stock ECU before Powerhouse ever did BTW...) Ha Ha!
RMM downpipe and Greddy twin path exhaust with stock chrome exhaust stack. That exhaust is VERY quiet and crazy heavy I might add.
HKS hardpipe kit painted black.
19 psi drops to 17 psi or so at high RPM. NOTE: Previous quickest/fastest passes on the car were with wastegate shimmed shut making 22 psi in 3rd gear
I think that is it...Everything else is 100% stock Toyota. Still has stock intercooler and 80k on original turbos. If not mentioned, its stock even the battery is Toyota True start...
The AEM that was in my car before had an easy 1000+ hours tinkering and drove better than any other AEM TT ATM car out there. I guarantee that. Anyone who knows me can back that up. Larry, Justin, Jason, Ryan H etc can attest to that statement. I used to install the converters in the car, put in pump gas and run it through CA Test Only stations every two years. No special favors or anything. EGR, EVAP all worked. It ran well. The ProEFI has almost NO time in the tune and blew the AEM out of the water. I haven't even bothered to put it in closed loop yet! I'm not bashing the AEM as it has been an excellent ECM I've trusted for years (and still will mind you) but times have changed and the bar has been raised.
When I talk drivability keep in mind that part of what I do for a living is evaluate drivability for an OEM (probably not hard to guess for whom...) I have my proving ground test track advanced licence and have driven on US and overseas test facilities in many capacities so I'm not just some random Supra owner. I cannot say how happy I am with this ECU. That is not enough for those involved and we all have been working to make it even better. I admit those involved had a bit of a learning curve and we had some challenges like any other product but Jason has been working very hard at improving it ever way he can. In the last week or so I feel the car is at a new level than it ever was before.
This ECU is a SERIOUS winner.
Quit that, I need to keep my ace in the hole. Just tell all these people to buy that over priced Motec unit that helped Darin blow the shit out of his engine in texas
