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[1st Gen] LoveFab, Inc. Introduces the LoveFab Drive By Wire AEM Infinity Management System

Joined
21 October 2005
Messages
1,416
Location
Traverse City, MI
Things work better when you have full control, which is why LoveFab, Inc. has introduced the “LoveFab AEM Infinity Drive-by-Wire, Plug-and-Play Engine Management System” for the 1995-2005 Acura NSX.

LoveFab has been turbocharging the NSX for more than a decade, but we’ve never been satisfied with the engine-management systems available for the 1995-2005 Drive-by-Wire (DBW) NSX. Yes, the systems technically functioned (sort of) but they were far from optimized, without having proper idle or throttle control. Frequent stalling was commonplace, which was annoying, to say the least.
More importantly, critical engine safety features/intervention were basically non-existent, putting owners at greater risk of catastrophic engine damage that could otherwise have been prevented. What do we mean?
With the available electronic management systems on the market, a drive-by-wire NSX engine could be tuned to run within specific parameters. However, if those were breached due to driver error, drastic climate change, or parts failure, there was little available to electronically protect the engine from almost certain doom; the kind of doom that could cost tens of thousands to repair, not to mention the aggravation and downtime.
But, that’s about to change.

The new LoveFab Drive-by-Wire AEM Infinity system was designed through a no-compromise approach to tuning the 1995-2005 NSX, adapting the AEM Infinity as the base engine management hardware.

For the astounding technical specifications of the units themselves, check here: http://www.aemelectronics.com/?q=products/programmable-engine-management-systems/infinity-ecu
In a nutshell, the Infinity is the most advanced ECU available for the aftermarket NSX tuning community. Our conversion process was multi-faceted, and took months to finalize.

Here's what we did: Engine management reform

1) The first order of business was to gain throttle and idle control so as to combat the stalling issues. The factory NSX throttle body is not controllable via any modern tunable ECU, so our approach to this problem was to remove it, and use another well-known and reliable piece. Enter the GM 76-mm electronic throttle body.

10898009_10204484698869845_6426651935035837147_n.jpg


The “76” is used by literally millions of vehicles spanning the last decade. It’s readily available and quite large (the factory unit is 63 mm). The response rate of this unit is fantastic as well, which makes for a snappy engine.

http://youtu.be/sJQevHR3fcQ?list=UUpnCW-3Zd0xdbVyhoj_LMRg

2) The second task was to adapt the throttle body so that it could be easily bolted to the factory intake manifold. To do this, we developed a multi-dimensional adapter plate that’s CNC machined from aluminum.

10882320_10204484701029899_5784569162843596605_n.jpg


Our plate replaces the factory rubberized steel spacer and attaches via recessed bolt holes. The GM 76-mm throttle body is then simply bolted to the adapter plate. It’s a painless exercise.

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The inlet port is tapered, which adapts the 76-mm throttle body down to the factory 63 mm intake in a smooth transition. Customers who wish to remove and port their intake manifolds can easily increase the diameter of the inlet as well as the adapter plate. Naturally aspirated and turbo applications will benefit here: just don’t go too far. A hidden feature of this piece is its no-flex design. In 2008, we pushed our shop NSX as far as it would go; topping out at 32 psi of boost. One issue preventing us from going higher was that the factory rubberized steel spacer was “flexing” around its attachment points, resulting in a massive boost leak, and ultimately thwarting our efforts of a true 1,000 whp run on a Mustang dyno.

3) The third issue of adapting the Infinity to the NSX is the wiring. This is often the most difficult process of building any vehicle and very few people have the neither patience nor time needed to rewire an entire management system and all its sensors. So, we devised a clever solution for this, which means the wiring-harness adapter installs in less than an hour, with full plug-and-play capabilities thanks to clearly labeled leads. These include the “standard” oil pressure, fuel pressure, boost control (wiring connections to the solenoid required), and the GM throttle-body electrical connector. The goal of this system is a true plug-and-play installation, with world-class engine monitoring and safety facilities in place.

4) As of January 5th, 2014 ALL SYSTEMS WILL SHIP with User Adjustable Traction control!!!

An NSX world-first! We have successfully configured completely tunable and user-adjustable traction control, all with simple with plug and play installation. Utilizing AEM Infinity's extensive traction control strategy in conjunction with a user-adjustable control knob, this the driver to set the traction control engagement point, which is extremely valuable depending on condition. Please note that only the Infinity8/10 and the Infinity812's have four wheel speed inputs, the Infinity6 only has two. This may be important to you, depending on your intended use for the traction control system.

Why your Modified NSX engine is potentially at-risk without the LoveFab DBW AEM Infinity Engine management system

Several NSXs have come through our shop with blown engines that resulted from SIMPLE parts failing, and/or user error. If just ONE of these parts fails, such as a fuel-pressure regulator, the engine could run lean, and if the customer wasn’t glued to their wideband gauge, the engine would blow up. You’re now out thousands of dollars with the chance of it happening again still hanging over your head.
Another example is a simple intercooler water pump, which could fail, causing elevated intake air temperatures, and possibly a blown engine, all without any warning or any way for the engine-management system to “know” and to take correction action to save your engine.
Oil-pump failure is another relatively common NSX issue that without scrupulous gauge monitoring could result in writing off the entire engine.
Finally, there is the driver. Moreover, driver error; or just human error. We’ve given strict instruction to our customers for more than a decade to FULLY warm up their vehicles before pushing the engine. However; this doesn’t always happen in the real world.
These are all issues of the past because with the new Infinity-based system we have devised fail-safes for ALL of these common and sometimes unavoidable issues.




Here's how the LoveFab DBW AEM Infinity Engine management system saves your engine


1) Fuel pressure:
The LoveFab Infinity system comes standard with a 100-psi fuel-pressure sensor. This constantly relays a real-time fuel-pressure reading to the Infinity, which is then used to directly influence the VE calculation. If there is a fluctuation of fuel pressure due to voltage issues, a slowly clogging fuel filter, a failed fuel pressure regulator, or a failing fuel pump (for example), the Infinity will automatically adjust the “tune” to compensate. If the pressure drops out of its programmed range, the Infinity is put into protection mode until the condition improves, the “Check Engine” light is tripped until the condition improves, and you’ll likely have saved your engine.

2) Lean protection: The bottom line here is if the engine goes leaner than commanded under certain load (boost) conditions, the Infinity is put into protection mode until the condition improves. The “Check Engine” light is tripped until the condition improves, and you’ll likely have saved your engine.

3) Coolant-temperature protection: If the engine is not fully warmed up, we are able to limit the rpm to prevent damage. Conversely, if the engine overheats, the same applies.

4) Oil-pressure protection: The LoveFab Infinity system comes standard with a 150-psi oil-pressure sensor. If the Infinity detects a drop in oil pressure outside of the programmed range, we are able to limit the rpm to help protect the engine from further damage.

5) Boost control: This is more of a performance feature than a safety measure, but it all plays hand in hand. With multiple fully configurable boost control tables, we are able to do a plethora of things, all feeding off of one another. To touch on the safety theme, we can limit boost based on coolant, and air-intake temperatures. We are able to command a lower boost level based on useable power through the tires in the lower gears. Another neat trick is being able to run the boost control through an AEM 12-position knob so that the driver can adjust boost levels on the fly. This is setup through another table, which interacts with all of the rest of the tables. The boost control features are incredible throughout the Infinity line.

6) E85: With the addition of an E85 sensor, flex fuel is easily programmable, as it’s hard-wired into the Infinity software. Plug-and-play options available.

7) Traction control: Under development now, this is a must in our view as previous systems had no traction control; or worse, were spotty in functionality, which is both a safety and performance issue on any NSX of any power level.

So, how does it drive?

As of this writing in December, Michigan weather is of course rather inclement and we are limited with our driving experiences. However, we recently took a LoveFab Drive-by-Wire AEM Infinity-equipped 2005 NSX, which also has our LF1200STS package (3.45-liter stroker engine and LF800TS turbo system), for its maiden drive. The first thing we noticed was the SEAMLESS power.
The car previously had the AEM FIC piggyback system installed, which has a very small tuning window. Although it serves the purpose on a turbocharged stock engine, it was immediately apparent that the stroker motor wanted more of everything down low. More air, more timing, and VTEC entry rev point lowered. With the new LoveFab Infinity setup, we’re able to properly tune the timing curves as well as the VTEC engagement point.
The upside of being able to tune the throttle body was instantly apparent. For one, the car never stalled once. In fact, neither of the two DBW NSXs we’ve so far equipped with our custom Infinity system has ever stalled. The other immediately apparent result of throttle-body tuning is INSTANT response. It’s difficult to put into words what the car feels like, except that it no longer feels like turbo V6, but rather a big-inchV8 with instant power and virtually no turbo lag.

http://youtu.be/_UCLO5ETsTc

In combination with the stroked LoveFab turbo NSX powerplant, the larger throttle body combined with the ability to “tune” it has literally blown our minds. In fact, some might find the throttle actuation a little “too snappy” as the change is quite drastic from the throttle response of the factory engine. This is easily scaled back, however, based on the driver’s needs. That’s the benefit of the aptly named “Infinity” system as we can virtually do what we want with it.

What kind of power increase does it provide?

At the moment, we are not able to get enough traction on the dyno to actually realize a maximum power level . . .

http://youtu.be/Dj00s2Qdg7E?list=UUpnCW-3Zd0xdbVyhoj_LMRg

However, prior to the LoveFab Infinity, this car had plenty of grip. Now, with the LoveFab DBW AEM Infinity, more power is made throughout the whole rev range and the result is wheelspin on the dyno. We have stickier tires on the way for all of the Infinity cars (including the 760-plus whp 1991 NSX that’s being converted to Infinity as of this writing) which will allow us to really gauge the power increase. Results will be posted as soon as we are able to cleanly run the tests.

How much does it cost?

LoveFab offers three levels, including a “base” system, which we feel protects the most critical aspects of the engine against mechanical failure and driver error, at a reasonable cost and installation comfort level. These systems are capable of MUCH more, but the installation is a little more difficult. In either case, these all need to be tuned by an EXPERIENCED AEM Infinity tuner, as each car is unique and requires its own setup.

1) LoveFab Drive-by-Wire (DBW) AEM Infinity 6 System
$3,499.99*, includes the following:


https://www.lovefab.com/Store/Product-Detail/ProductID/110/aem-infinity6

AEM Infinity 6
Wiring adapter harness
GM throttle body
Silicon adapter
Throttle-body adapter plate
(1) AEM 3.5 Bar MAP sensor
(1) AEM 100-psi fuel-pressure sensor
(1) AEM 150-psi oil-pressure sensor
(1) AEM UEGO sensor
(1) AEM UEGO adapter harness

* This system comes equipped one wideband sensor, which is great for single-turbo cars. Customers wanting two O2 sensors (both banks being monitored) can order the Infinity 8/10 or 8/12, or opt for an additional wideband-signal-wiring input which can be ordered and added to your Infinity adapter harness. Obviously, you’ll need wire the 0-5V output from your existing wideband into this flying lead.

2) LoveFab DBW AEM Infinity 8/10 System
$4,499.99, includes the following:


AEM Infinity 8/10
Wiring adapter harness
GM throttle body
Silicon adapter
Throttle body adapter plate
(1) AEM 3.5 Bar MAP sensor
(1) AEM 100-psi fuel-pressure sensor
(1) AEM 150-psi oil-pressure sensor
(2) AEM UEGO sensor
(2) AEM UEGO adapter harness

3) LoveFab DBW AEM Infinity 8/12 System
$4,999.99, includes the following:


AEM Infinity 8/12
Wiring adapter harness
GM throttle body
Silicon adapter
Throttle body adapter plate
(1) AEM 3.5 Bar MAP sensor
(1) AEM 100psi fuel pressure sensor
(1) AEM 150psi oil pressure sensor
(2) AEM UEGO sensor
(2) AEM UEGO adapter harness

When do I get the system after I order?


All systems ship within two-three weeks of ordering (payment must be made in full). Harnesses are made to order.
As with anything LoveFab produces and sells for the NSX, custom options are available, so please ask if you don’t see what you need.

Can LoveFab install an tune it?

Oh, yes, indeed. We are available for installation and tuning at your location (daily rate applies) and we can also install and tune in our shop.

We will be posting our Infinity updates in this thread from here on out, which includes our traction-control endeavors. Ask any questions via my email below, or in this thread. Thanks!

Cody Loveland
LoveFab, Inc.
 
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LoveFab, Inc. Introduces the LoveFab Drive By Wire AEM Infinity Management Sy...

Awesome work! Will your throttle body and adapter work with the AEM EMS Series 2 as well? Also, how does calibration work on replacing the DBW throttle body- I remember this was a big problem before as the voltage was very sensitive?

I would be really interested in this, I also have a ported/polished intake manifold by the way. Please let me know pricing! Thanks
 
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Thanks Nero. The Series 2 will not work with this system, nor would you want it to. The Infinity is on an entirely new level regarding tuning potential, configuration flexibility, and safety protections.

The throttle body is easy to calibrate, and has shown zero negative side effects.
 
Thanks Nero. The Series 2 will not work with this system, nor would you want it to. The Infinity is on an entirely new level regarding tuning potential, configuration flexibility, and safety protections. The throttle body is easy to calibrate, and has shown zero negative side effects.
Is this compatible with gaugeArt?
 
Is this compatible with gaugeArt?


Yes, we are configuring the 2005 test car with GaugeArt when his center console and stereo upgrades arrive.

- - - Updated - - -

Traction control is live! We have configured Traction control, along with a user-adjustable interface which allows realtime traction control adjustment, which is handy for differing driving conditions. Videos coming soon....
 
I'm assuming no way exists to run this in concert with the stock ECU for emissions compliance?

I understand this replaces 100% of the functions of the stock ECU, but could it - for example - relay signals from its own sensors, clamped/modified into factory-ECU-acceptable ranges, to the factory ECU such that the factory ECU reports "all good" on emissions cycles and so on? I believe the FIC does this for a few sensors (for example if you go to a wideband O2) - would it be feasible for the Infinity to do it for all sensors so that the factory ECU still *thinks* it's controlling the engine?

It would be a frankensteiny hack but it would help a lot of folks, I think...
 
No way to make it emissions compliant, and likely won't ever be.

However, the way our harness integrates with the car, its easily removed for emissions purposes. Unplug Infinity, reinstall factory ecu, and swap throttle bodies. It takes some work, but its doable. You could use an FIC in tandem with the factory ECU to save the hassle of swapping Injectors, like we are doing on this 2005.
 
We've been hard at work developing and testing more products.

Jeff's 760+whp LoveFab Stroker 3.45L NSX was essentially complete, until he realized that the EMS we previously tuned the car with did not support traction control.

So, Jeff waited and watched our developments with the actual DBW cars(Shawn's 2005 in the videos above) and being the old school hot-rodder he is, he wanted to utilize the larger throttle body as well. So, we built an AEM Infinity 6 system to convert his 1991 to drive by wire, via plug and play, and 100% reversible methods, in order to take full advantage of the traction control, as well as perhaps pick up a little low-end grunt.

uploadfromtaptalk1424003812247.jpg

uploadfromtaptalk1424003862068.jpg

uploadfromtaptalk1424003890020.jpg

The entire installation took five hours, including removing the throttle pedal assembly for sensor retrofit. The adapter harness was perfectly fabricated, with all sub harnesses terminating at the perfect length.

We have been under a Winter Storm warning for two days now so the car won't be driven for a bit, but the throttle response was immediately noticeable when compared to the stock throttle body and EMS.

The first few pulls on the dyno revealed the truth: huge gains below the curve, as well as a 500rpm reduction in spool time. This is a difficult area to improve on, and the results surprised us. But, even at a modest 15psi, wheelspin on the dyno is an issue, so we have to sort that out before we bother going any higher.

uploadfromtaptalk1424004257763.jpg

More updates shortly.
 
Can u pm the cost of the aem infinity system without the Dbw conversion?
 
Can u pm the cost of the aem infinity system without the Dbw conversion?

Can u pm the cost of the aem infinity system without the Dbw conversion?

Everything is on http://www.lovefab.com/ , all of the Infinity systems are listed as featured products. For your 1992, $2999.99 for Infinity6 with Boost and TCS driver interface, oil, and fuel psi failsafes, all in a plug and play package. Should install in about three hours, and if we tune(highly recommended), under two hours. We are available for on-site tuning and installation, on a daily flat rate.
 
A quick "interesting" update....

The fuel pressure failsafe has been inadvertently tested, and has saved an engine. Jeff's 91 NSX fuel level gauge isn't quite accurate, and we literally ran out of gas in the middle of a 20+psi pull. The AEM Infinity caught the drop in fuel pressure and in accordance with our calibration settings, cut the spark to prevent any engine damage. The engine never went leaner than 12.2:1 AFR despite completely running out of fuel in the middle of a big power pull! I cannot say that the same result would've happened with another management system, as even a 1/2 second reaction time would surely have melted some pistons. There are always things outside of the tuner's control, and the Infinity has certainly helped reduce the dangerous variables!

Otherwise, we are unable to obtain sufficient traction on our dyno to push above 20psi, so we are essentially done with Jeff's car. We will resume tuning when the streets clear in a couple of weeks. We ended up with some impressive low-end gains, as well as regaining the torque curve to 7900rpm(from 7400rpm), likely due to the larger throttle body.
 
A grest Infinity comparison test here ladies and gents....

NSX drove 800 miles from Canada. It was already equipped with LoveFab LF800TS turbo system, and tuned to around 400whp last fall.

We began the install at around 5pm. Because we build each turbo system to the exact vehicle and customer demand, we did not add 02 bungs into the headers when we installed the LF800TS last fall.

We had to drop the turbo system to add bungs into the y pipe, as it was much easier to do this, than drop the headers. With this done, the Infinity8 system installed in about an hour. Plug and play at its finest!!!

cce35fba143de4db51eead929a050d6c.jpg



The NSX fired up at midnight, and we called it a night.


I had to leave for family obligations at 10am the next morning, so we started tuning at 7am. Right off the bat, at about 5psi, we were already at 400whp. Holy smokes!!

With 6 pulls on the dyno, we were done. Benoit insisted on 500whp despite my persistent cautions. However the car was LOVING IT!!

I dialed in the knocks and other failsafes so that if the edge was approached for any reason, detonation or other risks would be dialed back by the Infinity's advanced controls.


10psi Infinity vs 10.5psi on the old EMS.


ff31bf50c4837d2deb73ae818d33564b.jpg


And final 11psi graph on 93 octane

ea1fbc9dd95f4872190f78159f3d61ed.jpg


The customer drove 800 miles home, smiling and loving the cars newfound drivability AND power!
 
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Can you offer this kit as just the infinity harness, LS throttle body and LS adapter? I already have the infinity computer. PM me if necessary, thanks!
 
So HALTECH Elite, do you offer a DBW harness setup for this? I have an 00, looking to upgrade the TB and gain full throttle control since the V2 software doesn't allow control of the stock TB.
 
So HALTECH Elite, do you offer a DBW harness setup for this? I have an 00, looking to upgrade the TB and gain full throttle control since the V2 software doesn't allow control of the stock TB.
Yes, pnp versions start at $4799.99

Sent from my SM-G920V using Tapatalk
 
How is it $4799?

MSRP on the Elite 2500 ECU is around $2,000
Boomslang sells the PNP harness for $400

Besides that, we need an LS throttle body, and your adapter plate, and the throttle pedal TPS assembly> ? Whats the cost for those 3 parts?
 
How is it $4799?

MSRP on the Elite 2500 ECU is around $2,000
Boomslang sells the PNP harness for $400

Besides that, we need an LS throttle body, and your adapter plate, and the throttle pedal TPS assembly> ? Whats the cost for those 3 parts?
Price out everything needed for the level of protection that we use, you'll too arrive at that price. Sounds like you're well on your way, enjoy the R&D 👌👌

Sent from my SM-G920V using Tapatalk
 
Price out everything needed for the level of protection that we use, you'll too arrive at that price. Sounds like you're well on your way, enjoy the R&D 

Sent from my SM-G920V using Tapatalk

I wasn't asking for a smart ass response, I seriously want to know what you sell and what is included. I don't believe I am being unreasonable for wanting to know what I'm getting for the additional large sum of money, Some or all of the parts you are not listing, or giving details.
Playing games and not giving me information to make a purchase does not look good, for the record. Can you please post an itemized list breakdown of what you are including, for $4799. I'm sure there are others interested in this ECU option as well...
 
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I am looking to purchase now, some of the conversion parts needed minus the ECU and harness. Can you message me the list of conversion parts you have and the associated costs?
 
We are not separating the complete packages. Especially the base calibration. It's an intensive effort that requires support. I expect to the paid for that support time and will not deal with the negatives of someone's in-abilities to develop a base calibration. Furthermore we aren't quite ready for a full on public launch, so "now" isn't a possibility. We will launch when more testing has been completed.

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