Haltech differences in haltech
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B00$T!N_&_BR@PP!N
Joined: Dec 2014
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From: Tennessee
differences in haltech
Looking to get a haltech ecu for my 88TII. I have a half bridge, 500pri 1000sec, rb full exhaust, and emissions deleted. I heard haltech is great and someone said it comes with a harness and new ecu. I'm having a hard time finding the differences in the different options haltech provides. Lookin to be able to plug straight up to a laptop and tune. Thanks for all the input
I put this together years ago. Most of the info is still current. Email me if you have any questions. chris@lms-efi.com
There are basically two popular options for the 2-rotor cars, either the Sprint RE or the Sport 1000. Both use the same ECU Manager software and Data Manager data logging software. The difference mostly comes down to the inputs and outputs each has available. The Sport 2000 can also be used, but the only advantage it has over the 1000 on a 2-rotor car is more auxiliary inputs and outputs.
The Sprint RE has 4 auxiliary outputs. Two dedicated (cooling fan relay and tachometer driver) and two user programmable (open loop boost control, water injection, etc.). The Sprint RE has three dedicated inputs, one for wheelspeed, one for 2-step rev-limit activation, the other for narrow or wideband O2 input. The Sprint RE uses a 16x16 mapping matrix. The Sprint ECU will do closed-loop fuel control when a narrow or wideband sensor is employed.
The Sport 1000 has more inputs and outputs (7 outputs, 4 analog inputs, 4 digital inputs, 1 dedicated 02 input, all user programmable). The Sport 1000 uses a 32x32 mapping matrix and has the advantage of being able to do closed-loop idle and boost control. The Sport ECUs can also do individual cylinder trim for fuel and spark and closed loop fuel control when used with a narrow or wideband sensor.
All Haltech ECUs have built-in 2.5 bar MAP sensors. This will support up to 22psi of boost pressure, saving the expense of an external sensor if you intend to run no more than 22psi boost. The internal sensor will work well for normally aspirated engines as well as forced induction engines. We recommend the use of the Haltech coolant temp and intake air temp sensors. The S4 TPS is not the best option for use with the Haltech system and we generally advise S4 owners to swap their throttle body and TPS for an S5 unit for the easiest and most reliable TPS. There are other options that use the S4 TB and TPS, but require some fabrication. Aftermarket throttle bodies generally include a full range 0-5V TPS. We may be able to supply the proper TPS for alternate throttle bodies but cannot guarantee fitment. It's best to ask first, rather than build yourself into a corner. The S5, FD, and RE/20B TPS work well with the Haltech systems.
It basically breaks down to this; if you just want to run the engine and not do much else, the Sprint RE will work great. If you want to expand on the auxiliary functions of the ECU or want to be able to log inputs such as oil pressure, oil temp, fuel pressure, etc., then the Sport 1000 becomes more attractive. The Sport ECUs also have on-board data logging, while the Sprint RE can only datalog to a laptop that is connected to the ECU. Many circuit racers need the on-board capability of the Sport ECU.
Lastly, the Sport ECU will do a few things the Sprint will not. Advanced functions like closed-loop and/or gear based boost control, advanced idle control, fuel and/or ignition trim, etc. Haltech has also introduced a 3D fuel, ignition, and boost compensation for flex fuel E-85 use. When a flex fuel sensor is installed, the Sport ECUs can be programmed to seamlessly run any blend of ethanol.
There are basically two popular options for the 2-rotor cars, either the Sprint RE or the Sport 1000. Both use the same ECU Manager software and Data Manager data logging software. The difference mostly comes down to the inputs and outputs each has available. The Sport 2000 can also be used, but the only advantage it has over the 1000 on a 2-rotor car is more auxiliary inputs and outputs.
The Sprint RE has 4 auxiliary outputs. Two dedicated (cooling fan relay and tachometer driver) and two user programmable (open loop boost control, water injection, etc.). The Sprint RE has three dedicated inputs, one for wheelspeed, one for 2-step rev-limit activation, the other for narrow or wideband O2 input. The Sprint RE uses a 16x16 mapping matrix. The Sprint ECU will do closed-loop fuel control when a narrow or wideband sensor is employed.
The Sport 1000 has more inputs and outputs (7 outputs, 4 analog inputs, 4 digital inputs, 1 dedicated 02 input, all user programmable). The Sport 1000 uses a 32x32 mapping matrix and has the advantage of being able to do closed-loop idle and boost control. The Sport ECUs can also do individual cylinder trim for fuel and spark and closed loop fuel control when used with a narrow or wideband sensor.
All Haltech ECUs have built-in 2.5 bar MAP sensors. This will support up to 22psi of boost pressure, saving the expense of an external sensor if you intend to run no more than 22psi boost. The internal sensor will work well for normally aspirated engines as well as forced induction engines. We recommend the use of the Haltech coolant temp and intake air temp sensors. The S4 TPS is not the best option for use with the Haltech system and we generally advise S4 owners to swap their throttle body and TPS for an S5 unit for the easiest and most reliable TPS. There are other options that use the S4 TB and TPS, but require some fabrication. Aftermarket throttle bodies generally include a full range 0-5V TPS. We may be able to supply the proper TPS for alternate throttle bodies but cannot guarantee fitment. It's best to ask first, rather than build yourself into a corner. The S5, FD, and RE/20B TPS work well with the Haltech systems.
It basically breaks down to this; if you just want to run the engine and not do much else, the Sprint RE will work great. If you want to expand on the auxiliary functions of the ECU or want to be able to log inputs such as oil pressure, oil temp, fuel pressure, etc., then the Sport 1000 becomes more attractive. The Sport ECUs also have on-board data logging, while the Sprint RE can only datalog to a laptop that is connected to the ECU. Many circuit racers need the on-board capability of the Sport ECU.
Lastly, the Sport ECU will do a few things the Sprint will not. Advanced functions like closed-loop and/or gear based boost control, advanced idle control, fuel and/or ignition trim, etc. Haltech has also introduced a 3D fuel, ignition, and boost compensation for flex fuel E-85 use. When a flex fuel sensor is installed, the Sport ECUs can be programmed to seamlessly run any blend of ethanol.
I've messing with Haltech's since the the F3's, I was impressed how well tuned it comes from Haltech, I drove my turbo 2 powered B2000 cross country 1,500 miles with my Sprint RE with the factory map.
