ECU and Tuning What Works and What Doesn’t

Last updated 9/20/2018
The MSP Mazdaspeed Protege PCM (aka ECU) uses a Visteon PCM from Ford Motor Company and uses the EEC-V PCB architecture.

Piggybacks
During the 2000s piggybacks were commonly available and some were used in the years shortly after the MSP was produced.
Split Second AFC, Split Second FTC, Unichip GP and Q series, MPI Tuner modified version of Perfect Power, Greddy E-manage, AEM FIC were known used piggybacks on the FS Platform.

How well do they work?
Not that great.

They all modify the sensor signals going into the PCM and trick the sensor voltages so the PCM adjusts fuel and timing if applicable accordingly.

It works to an extent on stock injectors but it gets messy when you add higher flowing injectors.
The base PCM calibration has a set MAF scaling and injector scaler. The base fuel tables are off these scaled calibrations. Piggybacks have no way to control or alter these tables.
What this means is that during warm up or idling the PCM is dumping a ton of fuel and having to self adjust within the closed loop mode. Also, the piggyback can only trick the MAF voltage a certain amount to pull so much fuel. The MAF needs to be rescaled and no piggyback can do it properly on this PCM.

The open/closed loop switch over point on the MSP PCM is calibrated poorly. It switches between 3000 and 4000 rpm based off the throttle position and calculated load.
No piggyback system can fix this inherent tuning flaw of the factory MSP PCM.
No piggyback listed can effectively control ignition advance except for the Unichip and maybe the E-manage if you can get it to work to begin with. There are a bunch of dip switches on the E-manage that need to be set properly with the ignition module. You will fry the PCM and coilpacks if done improperly. The Unichip wasn’t available for end user tuning either. We are still able to tune the GP series Unichip but not the latter model Q series. The SSFTC AEM FIC intercepts the crank signal to alter timing retard only.

Stock PCM tuning.
Not available. No one has been able to properly define the binary file of the factory calibration. People assumed it was the same as a Ford binary but it is not. We welcome anyone who seriously has the ability to do so to contact us. We have found and read the tables but are unable to decode what they control.

Aftermarket ECU aka Standalones
Most people run these in parallel to the factory PCM. This means the factory PCM is left in place to keep the dash functioning while the stand alone is wired in to control fuel and ignition only. You also run an MAP sensor, usually 2.5 or 3 bar. The MAF sensor is no longer used and can be tucked away. It is left plugged in to keep the CEL from lighting up.
Most common brand used is Haltech. Why? There were more shops like ours using them. Early F10/F10X/E6X ecus were supplied with various Protege turbo kits from now defunct brands.
Crossover Auto Performance supplied Haltech with the crank/cam/fuel/ignition triggers and mapping to be programmed in their Platinum Sport1000/Sprint500 ECUs that are now discontinued. Haltech continued the support in the current newer Elite ECUs. Megasquirt and AEM are also used but in smaller numbers. This method of tuning is the most effective and considered to be the only way to properly tune the Mazdaspeed Protege engine to its potential.

Why do people not use this method to tune?
Cost. ECU is expensive so is paying professionals for tuning.
Steep learning curve. Beginners should not do this themselves. You can destroy your engine if you don’t know what to do.
Shops that support the platform. Very few performance shops in the nation are knowledgeable enough of the platform and ECU tuning in general. We are one of the few that support this vehicle to this extent.
Installation. Unless you buy a PnP setup like the one available from us, there is a lot of wiring involved.
Driveability tuning. You need more than a few hours to fine tune everything. This takes the course of days and multiple times of the year due to weather changes. The new ECUS with VE tuning make this process a lot easier but still requires a knowledgeable tuner.