Here is a shot of the AEM Infinity compared to an AEM Series 1 box. This car had a Series 1 box previously, and it ran well. But the new Infinity is so much more powerful and faster than the Series 1, and it also features full-weather proofing and Motorsport-grade connections!
Some of the big advantages of the AEM Infinity over the Series1 (as well as many other stand-alone ECUs) is first and foremost its speed. At 400 MIPS—that’s 400 million instructions per second—it’s one of the most powerful computers on the market, and nothing comes close at this price range.
The box also uses volumetric efficiency to determine proper air-to-fuel ratios for factory-like, smooth tuning. With this unit, you’ve also got traction control, a more sophisticated launch control, and also boost-by-gear tuning.
Lastly, one of the biggest things for me to want the Infinity was the fact this box is also good for Flex-fuel tuning, which we’ll discuss more about in Part 10 and get more in depth with MKC’s tuning of our Supra, including the advantages of AEM’s new v2.96 firmware, which just got released November 14! As I type, it’s Thanksgiving Day and Project Supra is already running this new software with success.
All of Project Supra’s drivetrain fluids comes from Royal Purple. The fluids business is somewhat of a saturated market, and there are lots of good companies to choose from, but I’ve never had trouble with Royal Purple and have run several setups with this stuff successfully.
Royal Purple sells a specific engine break-in oil, which we used while initially firing up the 2JZ engine. We didn’t want to mess around when it came to this expensive engine. Once broken in, we switched to Royal Purple 10w-40 synthetic oil, which will more than cope with the turbo-induced heat.
Our V160 6-speed Getrag transmission also turns gears smoothly, thanks to Royal Purple’s Synchromax, and the differential puts the final power to the wheels with the help from Royal Purple’s 75w-90 gear oil.
The plug of choice for Project Supra is the NGK Iridium BKR9EIX, which is two steps colder than stock for that added security against knock at higher boost.
If you've ever wondered what a “colder” plug looks like when compared to the factory plug, this picture shows it. And when comparing BKR7EIX with a “7” heat range to the much colder “9” heat range of the BKR9EIZ on the right, notice the position of the electrode inside the white porcelain insulator. It's slightly more recessed in the BKR9EIX on the right, keeping it further away from the ignition heat inside the compustion chamber. To the naked eye, it's minimal, but it makes a difference in the cylinder. Thankfully these iridiums also provide a better spark than your typical plug or we probably would have idle problems.