George, Western Cape, South Africa

Spitronics engine Management

The Venus ECU is an advance piece of hardware which is customised into various products. It is a stand-alone unit which is connected to sensors as well as final drive outputs. It comes with tuning and setup software which is adjusted on standard laptops. The Venus ECU is sold in different categories according to features used and comes with different Firmware for each specific product. This product ranges from a Basic Modelto the advance Dual Map Racing Model. The customer can change firmware with the programmer for specific engines. He can bench test the ECU and set it upwith our simulators. This makes the product very versatile and user friendly.
Venus ECU Features
•  Small Compact Design easy to hide in small places like motorcycles •  6 On-board Ignition and Injector Drivers – any combination for specific engines •  With F10 Extreme Firing Module this can be expanded to 9 Drivers •  2 Self-Protected General Purpose Outputs for idle and fan control etc. •  Self-Protected Safety Fuel relay output •  Self-Protected Scalable RPM Output to calibrate rev – counters •  2 ECU’s can be connected to double the drivers for larger engine configuration •  4 Different injection methods from Batch to Full Sequential injection •  Closed Loop Lambda Control for improved fuel economy •  Cold Start and Idle Control for more drivable engines •  Over Boost Protection against waste gate failure •  Over Heat Protection will put the ECU in limp mode •  Micro Fuelling for duel-injectors systems – easy setup with no feel change-over •  Map sensor synchronisation for throttle engines for best vacuum signal •  Full sequential injection for throttle engines with injectors in front of ram tubes •  V-tech Control versus TPS Load •  Selectable 1 to 4 Bar External MAP Sensors •  Launch Control in Three Selectable Modes •  3 x Selectable Engine Limiter Options – Soft, Hard and Bang! mode •  Start-up Maps Included – some are more than 90% spot on •  Tuneable without Dyno •  Easy to use isolated USB Interface Cables with installation software •  User Friendly Tuning Software with Compensation Maps •  Easy Drawing Layouts and Instruction Manual •  Easy to follow Start-up Procedure to prevent damage. Adv kit R 3490/ intermediate kit R 2815/ Standard kit R 2345/ Lexus Kit R 3950Other kits can be made and programmed to suit your needs feel free to send us yourenquiry all prices exclude installation and dyno tuning is done at a further cost ranging from R3800- R4800 excl depending on application and sensors to be wired or installed. PLEASE NOTE: ANY FITMENT AND INSTALLATION DONE BY CUSTOMER SELF, WILL RESULT IN ANY GUARANTEE, WARRANTY BE NULL IN VOID AND WILL NOT BE UPHELD BY THE SUPPLIER OR SPITRONICS  

Engine Management

Engine Management can be anything from OE ecu to aftermarket,piggy back or altering the information on the existing ecu,be it any of the above the end result is to be able to tune the engine to get the best from it . A special category of ECUs are those which are programmable. These units do not have a fixed behaviour and can be reprogrammed by the user. Programmable ECUs are required where significant aftermarket modifications have been made to a vehicle’s engine. Examples include adding or changing of a turbocharger, adding or changing of an intercooler, changing of the exhaust system or a conversion to run onalternative fuel. As a consequence of these changes, the old ECU may not provide appropriate control for the new configuration. In these situations, a programmable ECU can be wired in. These can be programmed/mapped with a laptop connected using a serial orUSB cable, while the engine is running. The programmable ECU may control the amount of fuel to be injected into each cylinder. This varies depending on the engine’s RPM and the position of the accelerator pedal (or the manifold air pressure). The engine tuner can adjust this by bringing up a spreadsheet-like page on the laptop where each cell represents an intersection between a specific RPM value and an accelerator pedal position (or the throttle position, as it is called). In this cell a number corresponding to the amount of fuel to be injected is entered. This spreadsheet is often referred to as a fuel table or fuel map. By modifying these values while monitoring the exhausts using a wide band lambda probe to see if the engine runs rich or lean, the tuner can find the optimal amount of fuel to inject to the engine at every different combination of RPM and throttle position. This process is often carried out at a dynamometer, giving the tuner a controlled environment to work in. An engine dynamometer gives a more precise calibration for racing applications. Tuners often utilize a chassis dynamometer for street and other high performance applications. Other parameters that are often mappable are:
  • Ignition Timing: Defines at what point in the engine cycle the spark plug should fire for each cylinder. Modern systems allow for individual trim on each cylinder for per-cylinder optimization of the ignition timing.
  • Rev. limit: Defines the maximum RPM that the engine is allowed to reach. After this fuel and/or ignition is cut. Some vehicles have a “soft” cut-off before the “hard” cut-off. This “soft cut” generally functions by retarding ignition timing to reduce power output and thereby slow the acceleration rate just before the “hard cut” is hit.
  • Water temperature correction: Allows for additional fuel to be added when the engine is cold, such as in a winter cold-start scenario or when the engine is dangerously hot, to allow for additional cylinder cooling (though not in a very efficient manner, as an emergency only).
  • Transient fueling: Tells the ECU to add a specific amount of fuel when throttle is applied. The is referred to as “acceleration enrichment”.
  • Low fuel pressure modifier: Tells the ECU to increase the injector fire time to compensate for an increase or loss of fuel pressure.
  • Closed loop lambda: Lets the ECU monitor a permanently installed lambda probe and modify the fueling to achieve the targeted air/fuel ratio desired. This is often the stoichiometric (ideal) air fuel ratio, which on traditional petrol (gasoline) powered vehicles this air:fuel ratio is 14.7:1. This can also be a much richer ratio for when the engine is under high load, or possibly a leaner ratio for when the engine is operating under low load cruise conditions for maximum fuel efficiency.
Some of the more advanced standalone/race ECUs include functionality such as launch control, operating as a rev limiter while the car is at the starting line to keep the engine revs in a ‘sweet spot’, waiting for the clutch to be released to launch the car as quickly and efficiently as possible. Other examples of advanced functions are:
  • Wastegate control: Controls the behavior of a turbocharger‘s wastegate, controlling boost. This can be mapped to command a specific duty cycle on the valve, or can use a PID based closed-loop control algorithm.
  • Staged injection: Allows for an additional injector per cylinder, used to get a finer fuel injection control and atomization over a wide RPM range. An example being the use of small injectors for smooth idle and low load conditions, and a second, larger set of injectors that are ‘staged in’ at higher loads, such as when the turbo boost climbs above a set point.
  • Variable cam timing: Allows for control variable intake and exhaust cams (VVT), mapping the exact advance/retard curve positioning the camshafts for maximum benefit at all load/rpm positions in the map. This functionality is often used to optimize power output at high load/rpms, and to maximize fuel efficiency and emissions as lower loads/rpms.
  • Gear control: Tells the ECU to cut ignition during (sequential gearbox) upshifts or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for later analysis using special software in a PC. This can be useful to track down engine stalls, misfires or other undesired behaviors during a race by downloading the log data and looking for anomalies after the event. The data logger usually has a capacity between 0.5 and 16 megabytes. In order to communicate with the driver, a race ECU can often be connected to a “data stack”, which is a simple dash board presenting the driver with the current RPM, speed and other basic engine data. These race stacks, which are almost always digital, talk to the ECU using one of several proprietary protocols running over RS232 or CANbus, connecting to the DLC connector (Data Link Connector) usually located on the underside of the dash, inline with the steering wheel

Toyota Hilux turbo

Hilux 2.7 turbo manifold and turbo
Our shop truck is a turbo charged 2.7 l,everything we do we test in house first this proven conversion offers a option as apposed to all the Lexus transplants we do to these such vehicles and renders very good power output of  170kw and 440nm of torque at 1bar,it also offers better consumption of a 1.5l/100km under light acceleration.

Vw Mk1 2l 20v Turbo

Our little pet project is a 2l 20v turbo mk1 golf  with custom stainless plenum and manifolds running a twinscroll tdo6 20g quaife diff and 6spd sequential box hoping for around 300kw and 500nm in this light weight body it should be a missile.

Chevy ute with Lexus V8 and auto box

Completely modded Chevy with Lexus V8 running Spitronics ecu controller. Lexus Gearbox with Spitronics Tcu controller and shifter kit with programable 4way profile switch for differn modes “normal ,towing,Sport,economy.”

68 Chevy with ss geabox and controller

We do work for many other shops and applications such as this chevy with a 4l80e gearbox which was fitted and tuned with our spitronics gearbox controller.”OLD TO NEW”

Mazda MX5 Turbo

Mazda Mx 5 turboed ,billet pistons and conrods,Garret t 2.5 with bigger comp wheel.Large front mount intercooler and stainless plumbing both on hot and cold sides. Power-coated internals as well as turbine housing,boosted to 0.7 for daily use and currently running 170kw and 330nm. At 1.2 bar makes an impressive 240kw and 420nm.Not bad for a little road going go-cart


Ferrari multi point injection and management

BMW M42 Turbo conversion

BMW m42 turbo coversion Bosting a wopping 250kw and 450nm from this compact 1.8litre engine. Complete hand built aero kit and splitters to aid handling,willwood 6potters up front and tilton brake bios to stop the little missile,light weight bonnet and boot lid. Large front mount intercooler to keep the charge at cool operating temp.

M 3 turbo conversion

M3 Turbo Conversion
M3 Turbo Manifold
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