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Engine Management Interceptors - Part Two

A look at the engine management interceptors on the market

By Michael Knowling

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At a glance...

  • Final of two-part series
  • Details of Xede interceptor
  • UniChip
  • GReddy e-Manage
  • Perfect Power
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In the first part of this series (see Engine Management Interceptors - Part One) we looked at the principle of engine management interceptors, their pros and cons and detailed a couple of off-the-shelf units. Now, in the final part, we’ll check out the remaining interceptors that are available in the Australian market...


The Xede (pronounced ‘exceed’) is an interceptor designed and distributed by ChipTorque.

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Released in late 2002, the Xede uses a 16-bit 25MHz processor that gives 0.0048 volt resolution when tuning a typical 0 – 5 volt airflow meter of MAP sensor load signal. Inputs are updated in the order of 500 times per second. Fuelling and ignition timing are separately adjustable across the rev range thanks to the Xede’s rpm input. There are 4800 points of adjustment across fuel and ignition and timing is accurate to within 0.1 degrees.

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As seen in this photo, the Xede can also drive a water spray or water injection system using a spare output channel. This channel can also be used to create a dual program configuration, which enables you to switch between two sets of maps. Other functions include data logging, MAP sensor scale adjustment and turbo boost pressure control.

The Xede can be programmed in real-time using dedicated XMap software. This software is available free at so anyone can tune the Xede themself. A base map is supplied upon order. Installation is typically a wiring splice job but some popular vehicles (such as '01 - '05 Subaru Impreza WRX/STi and Mitsubishi Evo 6 - 8) are supported by a plug-in connector harness. For a list of supported vehicles see The Xede will set you back AUD$990 for a wire-in version or an extra AUD$200 for a plug-in version.


The UniChip (manufactured by Dastek) is one of the longest established interceptors on the market.

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The unit allows adjustment of fuelling and ignition over 17 rpm and 12 load sites – 204 point of adjustment for both. In addition, it can control idle, drive extra injectors, eliminate speed limiters and boost cuts. It also has the ability to control boost pressure at eight points through the rev range. The UniChip can also be used to control a shift light, VTEC switch-over, variable induction, extra injectors, progressive nitrous delivery, launch control on turbo vehicles and water sprays. The rev limit can also be raised when fitted with a dedicated DasteK module. Development is ongoing and features are always being added.

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A universal UniChip is supplied with a generic plug’n’play wiring harness. APS (Air Power Systems) in Australia offers a plug-in loom to suit some vehicles – this eliminates the need to cut and splice wires. The UniChip is programmed in real-time using a lap-top but the necessary software is available to accredited workshops only – it’s not aimed at the backyard tuner.

The UniChip is available to suit most 4 - 12-cylinder engines - an application list can be found at Fitted and tuned, a UniChip typically costs around AUD$1250 through selected workshops.

GReddy e-Manage

The GReddy e-Manage is designed to suit most Japanese cars.

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The unit allows the tuner to alter injector duty cycle +/- 20 percent at five rpm points by altering the load signal to the ECU. For Hondas, there’s also adjustment of the VTEC switchover. But there’s more to it than that. With the use of an E0-1 Programmer or the e-Manage Windows-based support tool communication software (available to professional tuners only), you can access a host of extra features. These extras include a 16 x 16 airflow adjustment map, injector correction adjustment, upgrade airflow meter adjustment, engine anti-stall, a boost cut limiter, real-time map trace and lap-top communication. Data logging is also available.

In addition, an optional injector harness and software package can be used to drive the injectors directly using a 16 x 16 map. An optional ignition harness and software package can also be used for direct ignition timing control. Interestingly, there’s also an optional pressure sensor and pressure sensor harness that can be used to replace a restrictive or maxed-out airflow meter. It’s essentially a conversion from MAF to MAP.

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An Ultimate version of the e-Manage is also available. The Ultimate brings an air-fuel ratio target function (for self-tuning), a two preset memory, rev limiter cut (when running the ignition system directly from the e-Manage Ultimate), extensive data logging and individual cylinder fuel and timing maps.

The base e-Manage (not including extra harnesses or support tool) can be bought from around AUD$600.


The A’PEXi AFC (AirFlow Converter) is one of the most popular interceptors used worldwide.

At present, the most common version on the market is the A’PEXi Super AFC-II. This unit employs a high quality vacuum fluorescent display to show a variety of engine related information in numeric, analogue gauge or graphic forms. The Super AFC-II is also more compact than its predecessor and a newly introduced four-axis main control button replaces makes it easier to operate.

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The main role of the Super AFC-II is to adjust the output signal from the engine’s airflow meter or MAP sensor. It has a 12-point user adjustable fuel curve that can be set in 200 rpm increments. A +/- 50 percent range of adjustment is allowed. Fuel enrichment is also adjustable across low and high maps, depending on the amount of throttle applied. A Deceleration Airflow Correction function is also capable of improving idle and eliminating stall problems when an atmospherically-venting blow-off valve is fitted to an engine using an airflow meter.

The Super AFC-II also boasts a knock sensor warning, two modes of operation (for example, one mode for street use and another for drag racing using special fuel), password protection, user-adjustable warnings and a variety of display options. The display can be used to monitor or replay manifold pressure, airflow volume, karman vortex frequency, rpm, throttle position and airflow correction percentage. The graph function can also replay up to 60 seconds of activity.

The Super AFC-II is available to suit most Japanese vehicles and comes supplied with the appropriate wiring loom. It also comes pre-programmed with fifteen of the most commonly used maps for that type of vehicle – these are useful as a tuning platform.

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Note that, at the time of writing, a new Super AFC NEO had been introduced to some world markets. Information on the NEO is limited but it appears that it offers a 16 point adjustable fuel curve and VTEC control. As seen in this photo, it also has an improved display. We suggest contacting you're nearest A'PEXi agent for availability. An A'PEXi Super AFC-II can be bought new for around AUD$550

Perfect Power

A relatively unrecognised intercept in Australia is the Perfect Power SMT6.

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The SMT6 has 128 points of adjustment for fuel and ignition. It can also deliver progressive nitrous injection, alter oxygen sensor signal, control an extra injector and you can switch between different sets of maps while on-the-go.

The SMT6 is relatively easy to install and can be tuned by anyone with a laptop and the necessary software (which is available for free at The manufacturer also has the wiring diagrams to suit more than 650 vehicles. A Perfect Power SMT6 can be bought for around AUD$770 plus fitting.


ChipTorque +61 7 5596 4204 and

UniChip (APS Australia) +61 3 9761 7244



Perfect Power

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