sorry about that working now !

 

looking nice

 

EB Turbo, I'm Interested in the PnP Infinity 6 option, would like to integrate the FFE Hall Effect timing wheel sensor if possible.

 

is there a place anyone would recommend to order an infinity 6 from?

 

EB Turbo. I've been working with him on a Infinity 6 harness, sensors, gauges, etc... all plug and play.

He knows the AEM stuff inside and out.

 

Im looking to upgrade to the AEM Infinty this year, read nothing but good things about this setup. I just need to figure what all sensors im gonna need with my setup.

 

Someone has some update?

 

What are your questions?

EB Turbo

 

nevermind the price difference, how would you compare infinity 6 to haltech 2500?

 

and compare the adaptronic e1280s as well. i am trying to decide between the 3.

 

It all depends on what you are trying to compare. Hardware, Software, Capability, I/O, Preference, cost.

For I/O you can look at the thread listed below.
https://www.rx7club.com/engine-manag...-fuel-1099351/

Cost, All MSRP
Infinity 6 $1,400 Internal wideband only requires $75 sensor.
e1280s $1,791 No internal Wideband
Elite 750 $1,199 No internal Wideband
Elite 1500 $1,549 No internal Wideband
Elite 2500 $2,049 No internal Wideband

Software,
The Elite Series and the Infinity are all of the newer generation of ECUs. The e1280s may offer some similar features it really lacks the sophistication of the other two lines.

If you are looking for something to run a 2/3 rotor with limited sensors you have two great options with the Infinity 6 and the Elite 750. Of the two the Infinity 6 has a lot more features to do more custom tasks. The Infinity 6 will do quite a lot.

If you want to go 4 rotor or really sensor heavy you will have to go to the Elite 2500. The Larger Infinity 7 Series offers a lot of I/O, more than the Elite 2500 but currently AEM does not offer Rotary support.

When making these decisions you should consult with your harness builder or your tuner and discuss this with them. If your tuner cant comprehend anything past an Adaptronic there is no reason you should get anything better. If you are in that situation you should consider a new tuner.

EB Turbo

 

Anyone spoken with EB Turbo recently? I've tried emailing with no luck.

 

anyone running infinity with seq twins?

 

I've been running an Infinity ECU on stock twins. It works pretty well, the output tables allow you to do OEM-ish things with the prespool solenoid and wastegate solenoid outputs. With the stock ECU, the wastegate solenoid is held around 90-100% duty cycle at low RPM and all boost control is done using the prespool solenoid.

Adding sequential twin control can use up all the ECU's spare outputs pretty quickly. The 506 ECU has 8 low-side (switched ground) outputs and 1 high-side (switched 12V) output. On a single turbo setup, your outputs will probably be:
1. Fuel Pump
2. Cooling Fan
3. Tacho signal
4. Wastegate solenoid
5. Air Conditioner
(and a few spares)

To control sequential twins, you also need:
6. Prespool solenoid
7. Charge Control solenoid *see note below*
8. Charge Relief solenoid
9? Turbo Control solenoids (there are two solenoids but are paired to the same ECU output in the factory harness)

That leaves zero spare outputs for things you might want like shift lights, warning lights, second fuel pump, water/meth activation, exhaust cutout, oil cooler fan, double throttle solenoid, evap purge solenoid, air pump relay, etc. Plus you need to either pair up two of the solenoids on the same Low-side output, or add some tricks to the wiring harness (resistor and transistor) to convert the single High-side output to act as a 9th Low-side output.

To alleviate this, I switched around the vacuum lines feeding the Charge Control solenoid so it could be switched using the same logic as the other solenoids (off at low RPM, on at high RPM to activate the second turbo). Doing that let the Charge Control solenoid get wired to the same output as the Charge Relief solenoid. I can dig up more info about this if you're interested. I think I actually I wired all three of the on/off solenoids (Charge Control, Charge Relief, and Turbo Control solenoids) all to be controlled by one ECU low-side output. I've heard you might be able to have even better control of boost levels and power delivery at the transition by PWM-ing the charge control and/or charge relief solenoids, but haven't tried this myself. For me, freeing up a couple outputs was more important.

 

By the way, I have been lucky enough to run all three generations of AEM ECUs on my car: Series1 , Series2, and Infinity. IMHO the main advantage of the Infinity over the previous ones is the datalogging. You can log a ton of channels due to the amount of space available on a USB flash drive. Acceleration fuel is much easier to tune for tip-in, it's easier to tune the VE-based fueling and configure staged injection settings. The O2 feedback works a little better, and you have better flexibility for boost control strategies if you're the sort of person who likes to tinker with things. For instance, in addition to basic gear-based boost or 12-position adjustment switch in the cabin, I've also configured the ECU to decrease the target boost if fuel pressure goes low or intake air temperatures are high. When air temps are cold I've also configured the open-loop duty cycles to be a little lower to avoid the tendency to overboost in the first place.

 

Anyone running one of these lately that can compare how it compares to a Haltech Elite in terms of software usability (ignoring bias if possible) and also performance/functionality?

I have one from 2 years ago and I'm trying to determine whether I should sell it to someone interested with a more common 2JZ application and get a haltech, or to keep it and use on my FD.

 

Your best bet is going to be talking to Tony Szirka of UMS Tuning who is the master of AEM Products. He's done quite a few rotary engines on the AEM platform (Infinity 506) and is an amazing tuner (no tunah) all around.

 

What he said!

 

I have a 506 on my FD, they are a little quirky and definitely takes a good tuner. I have made 507whp @ 17 psi and 630whp @ 24psi with a large streetport, scalloped rotors, and a SXE369 turbo. If you get one, ask for the beta 96.4 firmware.