I decided to take the plunge. came in today

 

Well welcome to the club.

Let me know if you have any questions. I had to jump through a few hoops to get mine working correctly, but AEM might have updated the base cal by now.

I am still learning a lot about the infinity, it really does a lot of stuff and some of it is still a bit over my head.

If you have a fuel pressure gauge hook it up to the ECU then you can use your fuel pressure sensor instead of the ECU guessing based on the VAC/Pressure.

What version did you get?

 

I got the new 8H. I think it will be fine for what I am doing. Software is the same, just has less extra inputs and outputs. no four wheel traction control. and the inj drivers are not peak/hold. but I like high imp injectors anyway. fully prepared to jump through hoops. the end result will be worth it. I may have some questions for you. are you running the stock coils, TB, and a/c?

 

This ECU was used in the Evo VIII cam test that DSport mag did a few issues ago and really made me take notice.

 

I think I am getting that ecu soon

 

bump!

why it cheaper ems2?

and what big difference with ems2?

think about linkecu g4+ but now I thinking about Infinity

 

It is cheaper because it is not PnP. You have to buy an adapter harness, and or build your own. It is not hard at all, and only takes a few hours.


What is different between series 2 and infinity. Everything. The biggest part is it is VE, and about 10000000 times faster than the series 2. It also uses a different software Infinity Tuner.


I love my infinity. I have been running it for about a year now, and I don't even have a WB gauge in the car. I pull my logs from time to time just to check and everything is on point. The car runs well, starts well, and just plain drives great. My car is set to run from 400whp to 700whp with the AEM Trim pot and EBC. Everything just runs really tight on the infinity.


Also with everything the infinity needs a good tune to run well, but things like changing injectors are a 10minute item. You just plugin the new flow data and offset data and you are off. It will hold the same AFR as before. You can adjust your BFP and never adjust your tune.


I can go on for days on how awesome it has been for me, but if you are looking for a standalone the infinity is a very nice unit. It also support flex fuel out of the box.


Let me know if you have any direct questions about the infinity.

 

looks like promo
aem infinity really cheap vs competitors...

onboard knock control(dual!) and afr control, fastest cpu +++ things

$1290 street price for 8h + $250 for jumper harness
(Part Number: 30-3512 - Infinity-6/8h Plug & Play Jumper Harness: 2006 Mitsubishi Evo IX Price: $249.85)

so more benefits and so cheap. it does not fit in my understanding

where minuses of infinity?

 

hmmmm.... interesting!

 

Oh did they finally release the harness?

 

evo 8 >>> http://aemelectronics.com/products/p...bishi-evo-viii

evo 9 >>> http://aemelectronics.com/products/p...subishi-evo-ix

 

The harness is only for the 6/8h for a 8/10/12 you have to make the harness.

 

The only reason to get the two plug unit(8/10/12) is if you need more inputs/outputs. I have the 8 because the 6/8h did not exist yet when I got mine.


I also forgot all the failsafes on the infinity. If you have the sensors you can have Oil pressure, oil temp, fuel pressure, and afr fail safe. I was working on my car and had one of my fuel pumps disabled, out making pulls and my car just adjusted the injector DC to fix the low flow and maintain the AFR. So if you are a track junkie you can really configure this thing to do damn near anything.

The next phase for me is flex fuel, I have been on e85 almost since I got my evo, so I have just been waiting on the flex fuel. But in the very near future I will set it up.

Also the infinity has tons of different ways you can configure your maps. So with the trim pot you can have 10 different boost profiles, and 4 different lambda target maps and ignition maps. So you can setup Daily driver boost, afr, and ignition maps, road race targets, and drag race targets. Then just use the pot switch to control which one you are on. I love having the trim pot, so much fun just to see a corner I want to hit hard and drop the boost to 15psi, and then on a big straight crank it to 32psi. Also the boost cut is depended on the boost target, and there is a max boost limit. So if your target is 200kpa, you can set your boost cut to target+20kpa, so anything over 220kpa will hit boost cut. This is bad ***.

 

what about failsafe and log by egt?

 

I have a question for the Boz, knowing that your car was the test mule for the DSport cam test. The articles state that the Infiniti ECU allowed for the cams to be swapped without doing any tuning as the ECU compensated for any VE changes. The articles even listed the VE changes after cam swaps.

Now the only way I can see this working as the article implies is if the ECU is in full time closed loop and is also altering the VE MAP on the fly. However, in reading through the Infinity instructions, there is nothing about this. It does describe the method for setting up closed loop but there is nothing about the ECU automatically using closed loop feedback to adjust the VE MAP. The discussion about VE Map only states that the VE MAP should be adjusted to achieve target AFR.

Can you shed some light on this?