[NOLA_1906]

I think what I'm about to post is the "interesting" that he was referring to. We're not trying to start a war or anything, but others have already fired shots over the bow and continue to do so in subtle and not so subtle ways. Some members on this board attacked me personally in pm's telling me my days in the spotlight were numbered, asking how much am I being paid to screw people, Unichip's tuner is crap and URD will be laying the smackdown soon with their tuner, blah blah blah. Well, Mike and Jack with Unichip felt it was time to address some of these issues directly and answer any questions anyone may have over exactly what the Unichip is capable of. It's a lot more powerful than even I realized. Jack compared it to its closest potential competition as of now. URD will be offering a tuner and the MAP-ECU 2 is the most advanced tuner they seem to offer. I'm not sure if any of these people are connected to URD in any way, so this isn't meant to put them down in any way. Just to calm any buyers remorse or apprehensions, Jack compared them. See below.

From Mike w/ Unichip

The 5.7L harnesses are enroute to us from our manufacturing facilities in South Africa and should arrive and get tested, boxed, and shipped next week. It’s our number one priority, but when they ship depends at this point on when the parts arrive and we have no control over that.
With regard to the forum’s questions, a couple of things to consider…

• Piggyback capabilities
  • Whether a computer can do something and whether it can do something on a specific application are completely different discussions. The MAP – ECU 2 capabilities list looks a lot like what the computer can do, not what the computer can do on a particular application. The concluding paragraph states that pretty clearly.
  • With regard to computer capabilities, I’ve run a line-by-line comparison between the Unichip and the MAP-ECU 2 (based on their stated capabilities) below to reflect the similarities/differences.
  • Just because something is listed as a capability doesn’t mean it works conveniently (or even at all) on a particular application… in this case the MY07+ Tundra.
• “Can do” vs. “are doing”
  • Often, when you apply a computer to a specific application, you’ll see that achieving a particular outcome is very involved.
  • The implications of doing something may be as small as a nuisance CEL or as large as a poor running vehicle.
  • Our goal is a smooth running truck that makes maximum power and has improved gas mileage. The Unichip PnP accomplished that.
• Transmission shift points
  • There are a number of things that can be done, in theory, to change automatic transmission performance… some of them relatively easy and some of them significantly harder. Using a piggyback computer to modify a transmission is a band aide fix. If it’s that important, the best way to do it is with a shift kit that will not only modify the performance but will also address component strength issues within the gearbox.
  • Raising the line pressure for better torque converter lock up is relatively easy, and not good for the transmission.
  • Systemically moving all of the shift points up or down can probably be done, but there are frequently annoying side effects that come along with the changes. Individually changing shift points is a major undertaking because of the large number of inputs and outputs required. Can it be done, probably. Is it worth the time and effort, probably not… better to do it the right way with a transmission kit.
• Speed limiter
  • There are two major concerns here… “footprint” and safety.
  • The Tundra uses a CAN bus which, by definition, means there are multiple computers monitoring multiple sensors on the same data bus. To change the speed limiter, you have to lie to all of the sensors exactly right way or they will detect a “problem.” When that happens, there’s a file generated whether you get lights or not for the dealership to see… a footprint that tells them you’ve been messing around with the vehicle. Read warranty concerns.
  • Even if you successfully lie to all of the sensors, you may get potentially dangerous (and perhaps erratic) changes to the vehicle. The same signals used for the road speed limiter are being used by the ABS and stability control systems… which you generally want to keep on your side.
  • The MAP-ECU 2 site doesn’t make any claims about manipulating CAN data, but the Unichip does have that capability. Having the capability doesn’t mean using it is prudent.
• Cost
  • A complete Unichip PnP kit including a finished wiring loom that connects to the truck with OEM connectors costs $49 dollars more at retail. For the GB, it costs $130 less.
    • At it’s simplest, you connect the PnP kit and drive your truck… that’s it. If you want more, the Unichip can do more, but if you don’t want more you don’t have to do more.
    • With the MAP-ECU2, whether you want more or not, you have to do more.
    • Is an hour of your time (and potentially your warranty) worth $49?
  • With our PnP kit, installation takes ten minutes and requires no modification to the vehicle. With the MAP-ECU 2, you have to splice into the OEM wiring and make connections into that wiring. The kit arrives already programmed for your vehicle’s bolt-ons and programmed for low- and premium-grade fuel.
    • When you go back to the dealer, with the Unichip PnP, you simply unplug the PnP and remove it leaving no foot print behind. Ten minutes to pull it out and another ten to put it back in.
    • When you go back to the dealer, with the MAP-ECU 2, you’ll have to undo your wiring installation and cover it up so it’s not detectable by the dealer technicians. When you get the truck back, you have to do the installation all over again… “under an hour” out and again back in.

From Jack w/ Unichip

Here’s a quick comparison of the two products with data pulled from the MAP-ECU 2 webiste. I’m not sure how long the Performance Motor Research guys in New Zealand have been building their computers, but Unichip has a proud record of tuning Toyota vehicles around the world for 15 years and we’re delighted to have the opportunity to compare the two products. The Performance Motor Research text is in black and the comparison information is in blue. The intent isn’t at all to rain on any parades, but just to point out what the Unichip offers. This is by no means an exhaustive list of Unichip features, just a comparison to the Map-ECU 2 features.

• Full Timing advance and retard control of up to eight (8) channels for Distributor, Group Fire or Coil On Plug configurations using a 20 x 19 (380 zone) table.
  • Unichip has the same capability but with less wiring and uses far fewer of its outputs.
• Auxiliary Injector control using a 20 x 19 (380 zone) table.
  • Same as Unichip expect Unichip has 92,160 point tables
• OEM O2 Sensor/AFR Sensor Adjust 26 x 19 (494 zone) table allowing control over Air/Fuel ratios, even in Closed-loop mode.
  • Same as Unichip expect Unichip has 92,160 point tables
• Expanded RPM scale now up to 10,000 RPM.
  • Unichip can scale to 19,000 rpm
• Two (2) complete sets of Fuel, Timing, Auxiliary Injector, O2 Adjust and EBC tables selectable using a dashboard mounted switch.
  • Unichip has five sets of tables that can be changed via Bluetooth from a PDA or cell phone… can also use a switch for those afraid of technology
• Electronic Boost Control with 1000 RPM target boost points.
  • Unichip does the same thing with a 92,160 point, 5D table
  • 5D mapping that includes temperature independent temperature compensation and OEM signal compensation
  • Unichip can control two turbochargers simultaneously and independently
  • Unichip can run closed loop boost control
• Launch Control
  • Standard with Unichip
• Dual channel Fuel Cut Defeat
  • Standard with Unichip
• Speed Cut Defeat
  • Standard with Unichip
• Built-in 35PSI MAP Sensor
  • Unichip uses an external sensor to keep cost down
  • 66.2 PSI maximum pressure sensor
• External MAP Sensor option
  • Same as Unichip
• User selectable pressure scale configurations
  • Same as Unichip

The MAP-ECU2 kit includes: MAP-ECU2, Main 16-Way harness, 18-Way Timing Harness, PC CDROM software, 2 meter serial cable, Inlet Air Temp (IAT) sensor and manual in PDF format.
·Standard Unichip kit includes a finished PnP harness using OEM connectors that allows installation in less than 10 minutes without cutting, soldering, or splicing
The MAP-ECU(2) can be installed on any 1-10 cylinder engine in less than an hour, and it can completely replace the restrictive factory air meter.
·Unichip can be installed with a Spyderloom, if desired, to reduce cost and can be installed in less than 30 minutes
·Unichip can also replace the factory air meter

• More horsepower and torque possible by removal of the restrictive factory air meter and control over timing.
  • Can be done with the Unichip; auto-calibration routine allows the Unichip to quickly learn required values and greatly reduce tuning time
• Latest updates allow several modes of operation including MAF Sensor intercept or elimination (may require additional hardware).
  • Standard with Unichip
• The ability to use the stock ECM to control larger fuel injectors and/or performance upgrades.
  • Standard with Unichip
• Alter OEM Air/Fuel ratios, even in Closed-Loop mode, for improved gas mileage or power.
  • Standard with Unichip
• Retains the daily drivability of the stock ECM which is usually sacrificed with a full aftermarket engine management upgrade.
  • Standard with Unichip
• Real-time tuning using WindowsTM based MAP-CAL2 software supplied with the unit.
  • Real time tuning standard with Unichip for the last 15 years
• High-resolution 494 point Fuel table (0-10,000 RPM and -10 to +35 PSI) allows fine tuning for performance and drivability.
  • Five each 92,160 timing, fuel, and boost tables provide multiple high resolution maps
• Ability to run different fuels or performance levels using two (2) completely independent Fuel, Timing, O2 Adjust, Auxiliary Injector and Boost Control tables switchable on-the-fly.
  • Five table sets available with Unichip can be configured as desired
• Built-in display and logging of key engine parameters such as RPM, Throttle Position, Boost Pressure, Airflow, Timing Adjust, Auxiliary Injector Duty, Boost Control Duty, etc.
  • Standard with Unichip
• On-board support for display and logging of popular aftermarket wideband Lambda sensors/controllers.
  • Standard with Flux
• Two (2) independent on-board programmable NOS window activation switches can also be used to turn on other accessories at set RPM/PSI points.
  • Automatic NOS (or water/methane injection, or water spray, etc…) triggering at over 92,000 data points that fires without any driver action required other than pushing the accelerator
  • Programmable progressive NOS
  • Automatic map changing with the NOS (water/methane, water spray, etc…) runs low.
• Faster and stronger boost with the on-board programmable Electronic Boost Control (EBC) using solenoid control of the wastegate.
  • Standard with Unichip
  • Unichip will control closed loop, gear dependent boost control
• Fast and repeatable launches using the on-board programmable Launch Control.
  • Standard with Unichip
• Removal of factory Fuel and Speed Cuts using the on-board programmable Fuel Cut Defeat and Speed Cut Defeat.
  • Standard with Unichip including CAN bus control systems
• Compensate for wheel size or gearing changes with the on-board programmable Speed Adjust.
  • Standard with Flux BT kit and via CAN bus on CAN bus vehicles
• Drive a Shift Light or alter VTECTM point with the on-board programmable RPM Switch.
  • Standard with Unichip; Unichip can control any variable can system not just VTEC
• Single unit can be used for Naturally Aspirated or forced induction applications with user selectable pressure scale configuration.
  • Standard with Flux BT kit
• Simple upgrade from MAP-ECU using the same 16-Way harness and ability to import and convert V2.1 and V2.2 Fuel tables.
  • Nothing to upgrade with Unichip
• Simple piggy-back installation only requires 7 wires to operate with no major re-wiring of OEM components.
  • Unichip installs with finished PnP or via Spyderloom as desired

MAP-ECU2 has two basic operating modes for controlling fuel:
1.MAP-ECU2 controls the fuel by intercepting the signal from the Mass Air Flow Sensor (MAF), or the stock Manifold Absolute Pressure (MAP) Sensor, and modifying using a three dimensional map table based on engine load and engine RPM, or;
·Standard with Unichip for the past 15 years
2.MAP-ECU2 can generate the signal internally based on manifold pressure and engine RPM and allows the stock Mass Air Flow Sensor (MAF) to be removed from the vehicle. This may require the use of an external MAP sensor on some vehicles.
·Standard with Unichip for the past 15 years
MAP-ECU2 controls ignition timing by intercepting the signals from the stock ECU going to the igniter or smart coils, and can retard or advance the timing signals.
·Unichip allows full timing advance and retard for the past 15 years