Every year, every engine, stock to 1000 HP — 6-cylinder sequential fuel and spark, onboard wideband, knock and MAP, and the factory optical trigger handled directly. Here's everything it does.
| Fuel & spark | 6-cylinder sequential injection + ignition, COP-ready, wasted-spark and coil-pack conversion support for the older cars |
| Trigger | Reads the factory optical crank sensor directly. This is the part that makes 3S standalone swaps hard, and it's handled. Aftermarket crank-trigger ready. |
| Onboard | Wideband AFR controller, knock control, MAP + baro, SD-card datalogging, USB + dual CAN, wireless tuning |
| Talks to your car | Dual CAN bus for modern digital dashes, gauges and telemetry — plus a bridge to the factory module network, so your ECU can share data with the rest of the car |
| Tuner features | Boost control, 2-step launch, anti-lag, flat-shift, flex-fuel, EGT, nitrous/meth outputs, gauge/CAN dash feed |
| Two connectors | A — factory plug-and-play (stock cars). B — expansion for all the extra features (built cars). |
| Fits your year | The factory connector changed across the platform's life — your kit includes the correct generation adapter for your exact car, so it's a true plug-in. Just tell us the year. |
| Tuning software | Our own tuner — live tuning link, per-circuit health dashboard, one-click diagnostic reports, datalog review |
The full list. If it's not on here, don't assume it — ask us.
| Injection | 6-cylinder full sequential. High-impedance injectors natively; peak-and-hold for low-impedance race injectors — configured in software, no hardware change |
| Ignition | 6 channels: factory coils, wasted-spark conversions, smart coils, or full COP — with onboard high-energy ignition drivers, no external ignitor boxes |
| Output supervision | Every injector and ignition channel reports open-load, short, and over-temperature individually — the ECU knows a dead coil circuit by cylinder |
| Trigger | Reads the factory optical crank/cam sensors directly — the hard part of this platform. Aftermarket crank-trigger ready. Trigger self-capture on first crank validates your car's exact pattern before spark is ever trusted |
| Boost | Closed-loop boost control with overspeed and slew-rate safety cross-checks |
| Idle | Drives the factory ISC stepper directly + PWM idle-valve output for conversions |
| Race features | 2-step launch control, flat-shift clutch input, spare PWM outputs for meth / VVT / second boost stage / nitrous control |
| Flex fuel | GM ethanol-content sensor wires straight in — blend-aware fuel and spark, sensor-fault fallback |
| Wideband | Onboard controller — Bosch LSU 4.9 plugs into its own dedicated connector. Heater managed with proper level-shifted drive and health feedback; sensor diagnostics included |
| Knock | Dedicated knock processor with differential sensor input (rejects harness noise), frequency-windowed detection per cylinder-count, feeding spark-retard strategy |
| MAP | Absolute manifold-pressure sensing to ~2.9 bar (≈27 psi boost) + external MAP input above that + barometric reference |
| Factory sensors | CLT, IAT, TPS, battery voltage — every input filtered, clamped, and biased for the factory sensors |
| Expansion sensing | 7 spare protected 0–5V analog inputs (oil pressure, fuel pressure, trans temp, whatever your build needs) + EGT expansion port |
| Every input protected | Series limiting, over-voltage clamps, and TVS on every harness-facing pin — a shorted sensor or a miswired pin does not kill the ECU |
| Vehicle loads | Fuel-pump driver, dual fan outputs (PWM-capable), A/C clutch control, check-engine lamp, factory tach feed — all through protected, fused, flyback-clamped driver stages |
| General-purpose | 2 spare protected low-side outputs (shift light, solenoids, relays) |
| Comms | Dual CAN (digital dash / telemetry + expansion), OBD-II port with K-line, dedicated tuning link |
| Factory modules | Reads factory module fault codes (ABS, SRS, climate) over the diagnostic bus and folds them into one report |
| Logging | Onboard SD-card datalogging + a flash blackbox fault log that survives power loss |
| Tuning | USB connection + our own tuner app: live tuning, per-circuit health dashboard, one-click diagnostic report, datalog review |
| Power protection | Reverse-battery protection (MOSFET, not a lossy diode), ISO 7637 load-dump clamping, survives cold-crank voltage sag without resetting |
| Sensor rails | Two independently protected 5V sensor feeds — a shorted sensor on one rail can't brown out the other |
| Firmware safety | Watchdog + brown-out supervision, graduated limp modes — a failed sensor degrades the tune, it doesn't strand the car. Every fault path raises a logged, reasoned DTC |
| Testing | Firmware developed against hundreds of automated tests and a hardware-in-the-loop rig simulating the running engine — before it ever touches a real car |
Most standalones lock you into one company's proprietary software. MANA does the opposite: it speaks the industry-standard tuning protocol, so you can use the open software you already know — or the tuner we built around this platform. Same ECU, same tune file, your choice. No lock-in either way.
| Open tuners LibreTune, TunerStudio-compatible |
MANA talks the standard TunerStudio protocol, so free, open tuning software like LibreTune connects to it directly — the same class of tools the Speeduino and rusEFI world already uses every day. Live VE / lambda / timing tables, gauges, datalogging, auto-tune. Nothing proprietary between you and your own tune, and no software licence to buy. |
| MANA Studio included with every unit |
Our own tuner, built specifically for this platform. Everything the open tuners do — plus the part they can't do: the full key-on pre-drive health check, harness self-test, per-circuit diagnostics, actuator click-test, and the one-click reasoned fault report. The diagnostic suite is what makes this ECU different, and it lives here. |
| 1. Reserve | Tell us your year, model, transmission, and build level. Pay the flat founding price through Square. Your spot number is locked from the moment you reserve. |
| 2. We build your unit | Your ECU is assembled, loaded with the validated tune for your exact configuration, and run through the full self-test battery on the bench. Your generation adapter is hand-built and continuity-tested pin by pin. |
| 3. Plug it in | Unplug the factory ECU. Plug MANA in through your adapter. Turn the key — the pre-drive health check runs, tells you the harness is good, and you start the car. Nothing gets cut. The stock ECU goes on a shelf, not in the trash. |