Adds six to your mana pool.
The first true plug-and-play standalone ECU built for the entire platform — every year, every engine, stock to 1000 HP. Plug it in. It runs.
I own a '92 Stealth R/T. The factory ECUs in these cars are dying of old age, there's no replacement, and this platform is one of the worst to convert to a standalone. Your options today: buy a generic ECU, build a custom harness, then find one of the few tuners in the country who knows a 6G72.
So we built the thing that should exist: an ECU that plugs into your factory connector, comes preloaded with a validated tune for your exact car, and starts. Bone stock or fully built, same board.
Mates the factory ECU connector through a generation adapter. No cut wires. Reverts to stock by unplugging.
Ships with a validated tune for your exact year, engine, and build level. It starts the first time.
One board covers stock, bolt-ons, big-turbo, and full race — high-Z & low-Z injectors, COP, E85, boost control.
1991–1999. SOHC NA, DOHC NA, and DOHC twin-turbo. Gen1, Gen2, Gen3 — one product line.
| 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 |
It tells you what's wrong before you ever leave the driveway. These cars are 30+ years old. The harness is aging, the connectors are corroding, and every owner knows the gremlins: the intermittent no-start, the stumble that never happens at the shop, the code that just says "sensor circuit." A stock ECU throws a vague number. MANA finds the actual broken wire and explains what happened.
Turn the key. Before the engine cranks, the ECU runs a full self-diagnostic in about two seconds and gives you a straight answer: GO / CAUTION / NO-GO, with a plain-English list of anything it found:
| Power self-test | Every internal rail, battery voltage, processor, memory and CAN checked before anything else runs |
| Harness sweep | Every sensor circuit checked for open, short, or degraded resistance; every injector and coil channel polled for open-load and shorts |
| Sensor sanity | Cold-soak plausibility snapshot — do the sensors agree with each other before you drive? |
| The verdict | "READY." Or: "CAUTION: rear O2 heater open (pin 76) — closed-loop degraded." Or: "DO NOT DRIVE: injector 3 circuit open (pin 14)." |
| What changed | New faults are diffed against your last key-on — you see what changed since yesterday, not a wall of history |
| Harness self-test | Active resistance sweep of every circuit, classified OPEN / SHORT / IN-RANGE / DEGRADED. Degraded means drifted resistance — corrosion and chafe caught before they become a no-start. Every result names the signal and the factory connector pin number, so you go straight to the wire. |
| Every output supervised | Injector and ignition drivers report open-load, short, and over-temperature per channel — an unplugged injector or a dying coil circuit is identified by cylinder, in seconds |
| Active tests | Engine off, from the laptop: click each injector, fire each coil channel, cycle the idle stepper, toggle the fuel-pump and fan relays — and the ECU confirms each one actually responded. Bench-test the whole car without starting it. |
| Codes with reasoning | Every fault stores why it fired: a freeze-frame of RPM, load, temps and voltages at the moment it happened, plus a human-readable cause — "IAT open — signal pegged 5.0V at key-on, expected 0.5–4.5V; check pin 72 / IAT connector." All persisted to an onboard blackbox log that survives power loss. |
| Gremlin capture | The hard ones. Momentary sensor dropouts, voltage sags, ground bounce, trigger glitches — logged with timestamp and full conditions even when they self-clear. "It does it sometimes" becomes a dated, documented event list you can act on. |
| Catches lying sensors | Cross-checks catch sensors that read in-range but wrong: MAP vs TPS vs RPM coherence, coolant-vs-air temp at cold soak, battery vs charging state — flagged as "implausible," distinct from open/short |
| Early warning | Trend monitoring watches values drifting toward their limits and raises a WATCH before the hard fault — built from documented 3S failure patterns: crank-angle sensors that fail as they warm up, knock-sensor and TPS grounds that corrode gradually, oil pressure sagging at steady state. Catch it when it starts, not a month down the line. |
| Electrical health | Charging-system monitor, alternator ripple, ground-integrity checks (sensor-ground offset detection), and supervision of every internal rail |
| The whole car | Beyond the engine: reads factory module codes (ABS, SRS, climate) over the diagnostic bus and folds them into one report |
| Guided troubleshooting | Every fault points to the fix: the suspect wire, both connector endpoints (ECU pin and factory pin), expected vs measured value, and the next check to run. The ECU is the shop manual for its own harness. |
| One-click report | Live per-circuit health dashboard in the tuner, one-click scan report, shareable log — hand your tuner or your forum thread the whole picture |
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 | Onboard absolute sensor 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 |
The first 10 units are the founding batch. The people who back this now are the reason it gets built, and they get the first working ECUs in real cars. Your reservation funds the launch and locks your place in line. When your unit is built and validated, you get the complete preloaded kit: ECU plus the correct adapter for your car, ready to run.
Founding batch full? Reservations stay open — everyone after the founding 10 joins the preorder queue, and batch 2 builds in reservation order. Your place in line is your place in line.
We believe in being straight with the people funding this. The founding batch is transparently funded:
| Your $500 (flat) | The complete founding kit, paid once through Square — funds prototype fab, tuning & validation across variants. No second invoice. |
| Balance at delivery ($300) | Funds building and testing your actual unit |
| 10 founding units | Prove the product in real cars and seed the first production run |
Tell us your car. We'll confirm your reservation and your build profile.
For off-road / motorsport use only — not intended or certified for use on emissions-controlled vehicles operated on public roads. This is a product pre-order / reservation, not an offer of securities or a financial investment. Your payment reserves a physical product; it does not represent equity, ownership, or any promise of financial return. Payments are processed through Square and are refundable if the product is not delivered. Delivery timing is an estimate as we complete the founding batch. Initial release supports manual-transmission cars; automatic support to follow.