Unichip UNI-X +
Intake Clean +
Provent 200 Catch Can
Not all performance chips are the same
I had a Unichip Q4 installed in the 200 over four years ago. In that time it has performed flawlessly, so when Dynomotive offered me a free upgrade to the new Uni-X, I had no hesitation in accepting.
The original Q4 installation article is quite comprehensive, so I won't repeat all of that information here. What I will do is summarise what I like about the Unichip and why I prefer it to the alternatives, most notably a rail chip or remap.
The first thing to keep in mind when considering a performance chip or remap, is that there are vast differences between their capabilities. Unichip refer to the Uni-X as an additional ECU, rather than a chip. And it's an accurate description. While most chips are extremely basic (but overpriced) devices, the Uni-X has a large amount of computing power, which allows it to do things that are completely beyond the abilities of a standard rail chip.
In the last article I discussed a few other types of chips, and briefly mentioned remaps. This time I'll just talk about one other type of chip, and go into remaps in more detail.
Fuel rail chips
Last time I wrote about the limitations of fuel rail chips, it resulted in legal threats from the company behind one of the better-known brands in Australia. Apparently, revealing how rail chips work -and why they are obsolete technology- wasn't something they wanted people to read! But that obsolescence has only become more obvious over the last few years as technology has continued to evolve. I really can't see why anyone would bother buying one today.
A fuel rail chip plugs into the common rail pressure sensor and fools the ECU into demanding more fuel pressure. This results in more power. It's a blunt instrument using 20-year-old technology, wrapped in a new enclosure.
Despite some logic-defying claims, a rail chip doesn't work with the vehicle's computer and it doesn't control injector timing. The ECU has no idea the chip is there, so how can it possibly work with it? A rail chip intercepts and modifies the signal between the common rail pressure sensor and the vehicle's ECU, causing increased fuel pressure. Nothing more, nothing less.
ECU Remaps
There has been explosive growth in remapping in the years since I installed the Unichip Q4. It seems everybody with a mechanical workshop and a laptop has become an overnight expert in extracting more power from diesels.
A remap can adjust fuel pressure, injector duration, injector timing and turbo boost. It's written into the vehicle's ECU, overwriting the factory programming for some or all of these parameters. Typically, a remap begins with a base file written by a tuner. The installer then flashes this tune into the factory ECU and tests the vehicle on a dyno. They will then likely make some adjustments to the map, then reflash the ECU again. This process continues until the installer is happy with the new programming.
The major problem with remaps from my perspective is that they are only as good as the person creating, installing and tuning them. There is no formal training or standards and no consistency between installers. Some remaps are excellent, some are average and some are dangerous, with only word of mouth and reputation to guide you towards the right one. There are undoubtedly some great tuners out there, but the industry is being damaged by many others.
Chips include Roo Systems, Steinbauer, DP Chip, Unichip and Safari Armax
Unichip Uni-X
A Uni-X ECU offers the respective advantages of remaps and chips, without their limitations. It controls fuel pressure, but unlike a rail chip, it can also control fuel timing, duration and boost. A Unichip offers similar performance to a good remap, but has the advantages of being removable and offering multiple user-selectable settings.
The bottom line, is that if I were starting from scratch again today, I would undoubtedly choose a Unichip, primarily for the following reasons:
- 5-map select: This is the Uni-X's biggest advantage. A remap is one-size-fits-all, which is typically the maximum power the tuner can extract. This will deliver great performance, but there's no ability to wind it back and give better economy when you want it. With a remap, there's no option to have different settings for different driving conditions, changeable at the touch of a button (or via a phone app). Rail chips typically have different settings, but they are usually controlled from under the bonnet.
- More safety: The Uni-X runs the factory tune until you reach operating temperature, reducing excess strain on a cold engine. Neither a remap or rail chip does this. At the other end, the Unichip also starts winding back the tune once water temperature exceeds 90º, ensuring factory safety parameters are unaffected. This means that if you're driving in extreme conditions, such as towing a big van up a long hill on a hot summer's day, there is no additional engine stress imposed by the Unichip. Conversely, a rail chip will keep adding extra fuel pressure above what the ECU is demanding, no matter what's happening to engine temp. Because a rail chip doesn't;t measure engine temp. Remaps generally work similarly, continuing to add fuel/boost above what the factory settings would be, irrespective of engine temperature changes.
- High-idle map: I added this with the Uni-X. One of my maps now has an 1000rpm idle set. Given the absence of a standard idle-up function on the 200 series, this is a fantastic feature for charging batteries or running a winch. This functionality is impossible with a remap or rail chip.
- Live tuning: The Unichip comes with 5 preset maps. But it's then live tuned on the dyno to get the best out of it on every map. The tuner can monitor and modify the tune to suit your particular vehicle while it's still running on the dyno. Seeing the changes reflected instantly. This isn't possible with a remap, which must be reflashed after each change and then run on the dyno again to retest the tune.
- No evidence it was installed: Concerned about new vehicle warranty? If you remove a Unichip, there is no evidence stored in the ECU that it was ever installed. However, every time you remap the LandCruiser's ECU, it's logged. A Toyota dealer can read how many times this has occurred. Typically, several numbers are added to the flash count to complete a quality remap. If you completely remove a remap before you go to the dealer, that actually adds another flash to the counter, making it even more obvious to the dealer that a remap has been installed.
- Loss of remap after factory updates: Toyota periodically update ECU software during routine servicing. This update will overwrite your performance remap, meaning you have to return to the tuner to get it put back in, although most reputable tuners will perform this service at no additional cost.
People may say that there's no point having 'power' and 'economy' modes....That you can just drive less aggressively and achieve the same results. But that isn't entirely true. The higher power settings on the Uni-X (and those of a power-focussed remap), make more aggressive changes to the various parameters. So while driving style certainly effects economy, the engine map also has an effect. Put simply, you can still achieve better economy running the economy map, than you can by driving more economically on the power map (or with a remap).
Comparing the Uni-X to the Q4 I was running previously, the Uni-X has several improvements. In my case, the most important changes are the waterproof enclosure allowing placement in the engine bay without risk from deep water crossings, plus the space saving thanks to the single D8D injector driver rather than the twin drivers required for the Q4.
Although I won't be making use of them, the Uni-X also adds new functionality including the ability to correct the factory speedometer. This is very useful when running oversize tyres, as road authorities and engineers require ADR-compliant speedo accuracy. Another improvement is that the main processor in the Uni-X is much faster than the Q4, making live-tuning on the dyno faster and more accurate.
But you got it for free!
Yes, Dynomotive supplied and installed the Uni-X for me at no cost. Although I haven't been paid anything to promote it. Does that make me biased against remaps or other chips? I'm going to say no, for two reasons. First, when I bought the 200 I already had a good quality rail chip I could have installed at no cost. I gave it away.
I have also been offered free remaps and rail chips for the 200 on several occasions. In other words, I've had free options for rail chips, remaps and a Unichip. And the Unichip was -and still is- my preference.
Chips include Roo Systems, Steinbauer, DP Chip, Unichip and Safari Armax
Uni-X Results
I expected that the results between the Unichip Q4 and Uni-X would be similar, and that was indeed the case. I won't post the original Q4 Vs Uni-X dyno sheets, because there's too much variation in the testing conditions. The dyno used for the Q4 was 2WD, the Uni-X was 4WD. The tyres were also different, and the vehicle is 100,000km older.
At the time of writing, I've been running the UNI-X for over five months and around 10,000km. With the Q4 I typically ran the 'Economy' tune. With the UNI-X I found the 'economy' tune delivered the same performance as the Q4 and slightly better economy. This could be a result of the improved tune in the UNI-X, or it could be a result of the intake clean, or a combination of the two. Either way, I've now changed to the 'Towing' tune on the UNI-X, which seems to deliver the same economy as the Q4 did on 'Economy', but also slightly improved performance, sitting between 'economy' and 'performance' on the dyno runs.
Standard Vs Unichip Uni-X
This graph is essentially a "before and after", showing the Uni-X's Performance, Economy and Towing tunes compared with standard (factory) output. The dyno runs were undertaken on a 4WD dyno, and show the power/torque 'at the wheels'.
As you can see, there is considerable difference between all of the Unichip's tunes.