Emira JB4 Tuning Now Available for I4 & V6 Cars!

[VF Tuner]

Just wait a little longer.
We will have stock ECU Tuning ready here soon, and we are making several cooling upgrades (lid, intake, upgraded W/A IC cooling system)


EVEN STOCK these vehicles heat soak after just a few hard laps.

When you pair a JB4 to it, which skews sensor signals which *increases timing* and *leans out the AFR* You are generating much more heat a lot faster.
Pair that with the fact lotus ECUS *shut off the knock sensor* at high RPM, it's a recipe for something bad to eventually happen.

We have been doing some extreme time trial testing on our emira (2.5 hour sessions) @100 MPH + testing. To solve all heat management issues.

You can easily test this yourself, since summer is coming, go out on a hot day (90*+) and give it about 5-6 hard pulls to the limiter. You will notice a power and response decrease, especially after engine temp has reached 200+ F

 

[Porter]

Just wait a little longer.
We will have stock ECU Tuning ready here soon, and we are making several cooling upgrades (lid, intake, upgraded W/A IC cooling system)


EVEN STOCK these vehicles heat soak after just a few hard laps.

When you pair a JB4 to it, which skews sensor signals which *increases timing* and *leans out the AFR* You are generating much more heat a lot faster.
Pair that with the fact lotus ECUS *shut off the knock sensor* at high RPM, it's a recipe for something bad to eventually happen.

We have been doing some extreme time trial testing on our emira (2.5 hour sessions) @100 MPH + testing. To solve all heat management issues.

You can easily test this yourself, since summer is coming, go out on a hot day (90*+) and give it about 5-6 hard pulls to the limiter. You will notice a power and response decrease, especially after engine temp has reached 200+ F

I strongly encourage you to create your own thread to discuss your product and progress. It's not good etiquette or practice to make these kinds of posts under the topic of another vendor's solution. Thanks!

 

[Eagle7]

Just out of curiosity I looked into E85 gas which I know is popular with tuners, and the Emira is not listed as a Flex Fuel car. It's rated for E5 or E10, but the manual specifically states to not put more than a 10% mix of ethanol in the car.

 

[VF Tuner]

I strongly encourage you to create your own thread to discuss your product and progress. It's not good etiquette or practice to make these kinds of posts under the topic of another vendor's solution. Thanks!

it had only meant to be a reply to someone who was mentioning heat issues and our product. We have our own thread.

 

[benjh1028]

it had only meant to be a reply to someone who was mentioning heat issues and our product. We have our own thread.

I’m sorry but I read your response differently. “It’s a recipe for something bad to eventually happen” sounds like a bit of mud slinging. Seemed a bit much - especially when you don’t have any products yet. We welcome all quality vendors and appreciate all the hard work you guys put in designing and bringing things to market. Just asking to be respectful to the others here.

 

[VF Tuner]

I’m sorry but I read your response differently. “It’s a recipe for something bad to eventually happen” sounds like a bit of mud slinging. Seemed a bit much - especially when you don’t have any products yet. We welcome all quality vendors and appreciate all the hard work you guys put in designing and bringing things to market. Just asking to be respectful to the others here.

This isn't mud slinging, this is just fact. I am providing information from the ECU, and already well known knowledge on how lotus does their previous year ECU calibrations, and information about these engines. You can ask any of the other shops that are well versed in Lotus vehicles.

Pointing out flaws or pointing out potential issues is not being disrespectful. It is my belief, that many owners here simply do not understand the inner workings of all this, and they should. My having a product or not is irrelevant. We have a product for every other lotus already, including the Evora GT which the Emira is basically just an updated version of.

This is not to advertise our product against theirs whatsoever, this is just stating how it works and how it could end up with something bad happening. Bad things can happen on a bad ECU tune as well, but the ECU tables gives far more range of actual tuning capability while maintaining safety.

1. Lotus ECUs shut off knock sensors above a certain RPM on many of their calibrations (far short of the rev limit) That means there is the possibility that on one of the maps that is aggressively lowering load, you could be detonating at high RPM and the ECU ***will NOT save you***.
2. These engines already run near, or at near peak power lean ratios (12.7, 12.5) only tapering at higher RPM or under heavy catalyst heating.
3. The device you guys are using *is* skewing sensor data, this makes the ECU Calculate less load, therefore all tables that use load as an axis are using wrong table values.
4. This works for ignition and fuel, by lower load you get more ignition, as the ECU thinks their is less airflow. As a result you also run much leaner AFR in boost.
5. There are accounts of people having heat management issues, we have also had people PM us about some issues or lack of power results from this device.
6. Under ideal conditions, the device can provide you more power by leaning out AFR and increasing ignition.


LEAN AFR + high ignition = Heat.
Heat = Knock.
Heat = power loss.
Heat + boost + high ignition + lean AFR = potential engine damage.

If I am wrong and the product works and is safe, then there should be no issues running any of the maps it provides and you shouldn't be having heat management problems.


As we have already pointed out, we are working on heat management products because this vehicle *already* has some heat management issues in *stock* configuration. When you add a device that *increases heat* you may see consequences.

Again, this is not mud slinging whatsoever, this is just basic tuning fact.
I have been in the business of calibrating and reverse engineering for 15 years. The JB4 generally works well on Turbocharged vehicles that use *incredibly complex* calibrations that have *hundreds* of additional algorithms, safety controls and exceptionally well modelled cylinder flow, fuel, air, etc, where raising the boost on one of these turbocharged engines can directly result in more power with absolutely no ill effect.


However Lotus ECUs and lotus calibration code IS NOT LIKE standard manufacturer calibrations whatsoever.
There are minimal additional safeties, there are minimal additional tables for flow models, fuel algorithms ,etc.

As an example, a 2021 Lotus Evora ECU has about 500 tables to calculate *basically every* important parameter.
Now compare to a toyota, or mercedes turbocharged engine that has over 30,000 tables.

Lotus calibrations are *BARE BONES* and basically an "OEM Race ECU."


None of this is a knock at the product directly. The car has heat management issues and this product is contributing heat by its method of increasing power.

Heat is the #1 contributor to engine damage on high horsepower engines.

heat control is so important as a matter of fact that some OEM Calibrations have over 1000, 2000, 5000 tables dedicated to managing it. There are more heat management tables in a Toyota ECU than the Entire lotus ecu.


I think the JB4 could easily get around this problem by making it "revert back to stock if too hot." That way when not hot = more power. Too hot = stock. The problem with that would be power would be highly variable...because even stock you lose power with additional heat.

 

[David s]

This isn't mud slinging, this is just fact. I am providing information from the ECU, and already well known knowledge on how lotus does their previous year ECU calibrations, and information about these engines. You can ask any of the other shops that are well versed in Lotus vehicles.

Pointing out flaws or pointing out potential issues is not being disrespectful. It is my belief, that many owners here simply do not understand the inner workings of all this, and they should. My having a product or not is irrelevant. We have a product for every other lotus already, including the Evora GT which the Emira is basically just an updated version of.

This is not to advertise our product against theirs whatsoever, this is just stating how it works and how it could end up with something bad happening. Bad things can happen on a bad ECU tune as well, but the ECU tables gives far more range of actual tuning capability while maintaining safety.

1. Lotus ECUs shut off knock sensors above a certain RPM on many of their calibrations (far short of the rev limit) That means there is the possibility that on one of the maps that is aggressively lowering load, you could be detonating at high RPM and the ECU ***will NOT save you***.
2. These engines already run near, or at near peak power lean ratios (12.7, 12.5) only tapering at higher RPM or under heavy catalyst heating.
3. The device you guys are using *is* skewing sensor data, this makes the ECU Calculate less load, therefore all tables that use load as an axis are using wrong table values.
4. This works for ignition and fuel, by lower load you get more ignition, as the ECU thinks their is less airflow. As a result you also run much leaner AFR in boost.
5. There are accounts of people having heat management issues, we have also had people PM us about some issues or lack of power results from this device.
6. Under ideal conditions, the device can provide you more power by leaning out AFR and increasing ignition.


LEAN AFR + high ignition = Heat.
Heat = Knock.
Heat = power loss.
Heat + boost + high ignition + lean AFR = potential engine damage.

If I am wrong and the product works and is safe, then there should be no issues running any of the maps it provides and you shouldn't be having heat management problems.


As we have already pointed out, we are working on heat management products because this vehicle *already* has some heat management issues in *stock* configuration. When you add a device that *increases heat* you may see consequences.

Again, this is not mud slinging whatsoever, this is just basic tuning fact.
I have been in the business of calibrating and reverse engineering for 15 years. The JB4 generally works well on Turbocharged vehicles that use *incredibly complex* calibrations that have *hundreds* of additional algorithms, safety controls and exceptionally well modelled cylinder flow, fuel, air, etc, where raising the boost on one of these turbocharged engines can directly result in more power with absolutely no ill effect.


However Lotus ECUs and lotus calibration code IS NOT LIKE standard manufacturer calibrations whatsoever.
There are minimal additional safeties, there are minimal additional tables for flow models, fuel algorithms ,etc.

As an example, a 2021 Lotus Evora ECU has about 500 tables to calculate *basically every* important parameter.
Now compare to a toyota, or mercedes turbocharged engine that has over 30,000 tables.

Lotus calibrations are *BARE BONES* and basically an "OEM Race ECU."


None of this is a knock at the product directly. The car has heat management issues and this product is contributing heat by its method of increasing power.

Heat is the #1 contributor to engine damage on high horsepower engines.

heat control is so important as a matter of fact that some OEM Calibrations have over 1000, 2000, 5000 tables dedicated to managing it. There are more heat management tables in a Toyota ECU than the Entire lotus ecu.


I think the JB4 could easily get around this problem by making it "revert back to stock if too hot." That way when not hot = more power. Too hot = stock. The problem with that would be power would be highly variable...because even stock you lose power with additional heat.

Think I’d rather listen to my Lotus dealer who said the JB4 is fine. And the ECU does take over if any of the parameters are exceeded. But thanks anyway.

 

[VF Tuner]

Think I’d rather listen to my Lotus dealer who said the JB4 is fine. And the ECU does take over if any of the parameters are exceeded. But thanks anyway.

Have any prood the ECU does this?

Because all other lotus calibrations do not, and it can be pretty easily proven.


Edit*** I want to add an important clarification.
I'm specifically and only talking about the V6.
If you have the Mercedes 4 cylinder then the calibration is light years ahead of the V6 and the JB4 will likely never give u a problem.

 

[Eagle7]

This isn't mud slinging, this is just fact. I am providing information from the ECU, and already well known knowledge on how lotus does their previous year ECU calibrations, and information about these engines. You can ask any of the other shops that are well versed in Lotus vehicles.

Pointing out flaws or pointing out potential issues is not being disrespectful. It is my belief, that many owners here simply do not understand the inner workings of all this, and they should. My having a product or not is irrelevant. We have a product for every other lotus already, including the Evora GT which the Emira is basically just an updated version of.

This is not to advertise our product against theirs whatsoever, this is just stating how it works and how it could end up with something bad happening. Bad things can happen on a bad ECU tune as well, but the ECU tables gives far more range of actual tuning capability while maintaining safety.

1. Lotus ECUs shut off knock sensors above a certain RPM on many of their calibrations (far short of the rev limit) That means there is the possibility that on one of the maps that is aggressively lowering load, you could be detonating at high RPM and the ECU ***will NOT save you***.
2. These engines already run near, or at near peak power lean ratios (12.7, 12.5) only tapering at higher RPM or under heavy catalyst heating.
3. The device you guys are using *is* skewing sensor data, this makes the ECU Calculate less load, therefore all tables that use load as an axis are using wrong table values.
4. This works for ignition and fuel, by lower load you get more ignition, as the ECU thinks their is less airflow. As a result you also run much leaner AFR in boost.
5. There are accounts of people having heat management issues, we have also had people PM us about some issues or lack of power results from this device.
6. Under ideal conditions, the device can provide you more power by leaning out AFR and increasing ignition.


LEAN AFR + high ignition = Heat.
Heat = Knock.
Heat = power loss.
Heat + boost + high ignition + lean AFR = potential engine damage.

If I am wrong and the product works and is safe, then there should be no issues running any of the maps it provides and you shouldn't be having heat management problems.


As we have already pointed out, we are working on heat management products because this vehicle *already* has some heat management issues in *stock* configuration. When you add a device that *increases heat* you may see consequences.

Again, this is not mud slinging whatsoever, this is just basic tuning fact.
I have been in the business of calibrating and reverse engineering for 15 years. The JB4 generally works well on Turbocharged vehicles that use *incredibly complex* calibrations that have *hundreds* of additional algorithms, safety controls and exceptionally well modelled cylinder flow, fuel, air, etc, where raising the boost on one of these turbocharged engines can directly result in more power with absolutely no ill effect.


However Lotus ECUs and lotus calibration code IS NOT LIKE standard manufacturer calibrations whatsoever.
There are minimal additional safeties, there are minimal additional tables for flow models, fuel algorithms ,etc.

As an example, a 2021 Lotus Evora ECU has about 500 tables to calculate *basically every* important parameter.
Now compare to a toyota, or mercedes turbocharged engine that has over 30,000 tables.

Lotus calibrations are *BARE BONES* and basically an "OEM Race ECU."


None of this is a knock at the product directly. The car has heat management issues and this product is contributing heat by its method of increasing power.

Heat is the #1 contributor to engine damage on high horsepower engines.

heat control is so important as a matter of fact that some OEM Calibrations have over 1000, 2000, 5000 tables dedicated to managing it. There are more heat management tables in a Toyota ECU than the Entire lotus ecu.


I think the JB4 could easily get around this problem by making it "revert back to stock if too hot." That way when not hot = more power. Too hot = stock. The problem with that would be power would be highly variable...because even stock you lose power with additional heat.

Now that you've dropped this bombshell in the JB4 thread, it will be interesting to see what their response is.

 

[FST]

This isn't mud slinging, this is just fact. I am providing information from the ECU, and already well known knowledge on how lotus does their previous year ECU calibrations, and information about these engines. You can ask any of the other shops that are well versed in Lotus vehicles.

Pointing out flaws or pointing out potential issues is not being disrespectful. It is my belief, that many owners here simply do not understand the inner workings of all this, and they should. My having a product or not is irrelevant. We have a product for every other lotus already, including the Evora GT which the Emira is basically just an updated version of.

This is not to advertise our product against theirs whatsoever, this is just stating how it works and how it could end up with something bad happening. Bad things can happen on a bad ECU tune as well, but the ECU tables gives far more range of actual tuning capability while maintaining safety.

1. Lotus ECUs shut off knock sensors above a certain RPM on many of their calibrations (far short of the rev limit) That means there is the possibility that on one of the maps that is aggressively lowering load, you could be detonating at high RPM and the ECU ***will NOT save you***.
2. These engines already run near, or at near peak power lean ratios (12.7, 12.5) only tapering at higher RPM or under heavy catalyst heating.
3. The device you guys are using *is* skewing sensor data, this makes the ECU Calculate less load, therefore all tables that use load as an axis are using wrong table values.
4. This works for ignition and fuel, by lower load you get more ignition, as the ECU thinks their is less airflow. As a result you also run much leaner AFR in boost.
5. There are accounts of people having heat management issues, we have also had people PM us about some issues or lack of power results from this device.
6. Under ideal conditions, the device can provide you more power by leaning out AFR and increasing ignition.


LEAN AFR + high ignition = Heat.
Heat = Knock.
Heat = power loss.
Heat + boost + high ignition + lean AFR = potential engine damage.

If I am wrong and the product works and is safe, then there should be no issues running any of the maps it provides and you shouldn't be having heat management problems.


As we have already pointed out, we are working on heat management products because this vehicle *already* has some heat management issues in *stock* configuration. When you add a device that *increases heat* you may see consequences.

Again, this is not mud slinging whatsoever, this is just basic tuning fact.
I have been in the business of calibrating and reverse engineering for 15 years. The JB4 generally works well on Turbocharged vehicles that use *incredibly complex* calibrations that have *hundreds* of additional algorithms, safety controls and exceptionally well modelled cylinder flow, fuel, air, etc, where raising the boost on one of these turbocharged engines can directly result in more power with absolutely no ill effect.


However Lotus ECUs and lotus calibration code IS NOT LIKE standard manufacturer calibrations whatsoever.
There are minimal additional safeties, there are minimal additional tables for flow models, fuel algorithms ,etc.

As an example, a 2021 Lotus Evora ECU has about 500 tables to calculate *basically every* important parameter.
Now compare to a toyota, or mercedes turbocharged engine that has over 30,000 tables.

Lotus calibrations are *BARE BONES* and basically an "OEM Race ECU."


None of this is a knock at the product directly. The car has heat management issues and this product is contributing heat by its method of increasing power.

Heat is the #1 contributor to engine damage on high horsepower engines.

heat control is so important as a matter of fact that some OEM Calibrations have over 1000, 2000, 5000 tables dedicated to managing it. There are more heat management tables in a Toyota ECU than the Entire lotus ecu.


I think the JB4 could easily get around this problem by making it "revert back to stock if too hot." That way when not hot = more power. Too hot = stock. The problem with that would be power would be highly variable...because even stock you lose power with additional heat.

Thanks for a very clear answer and explanation. I think I rather trust some one who rather explain whats going one with the engine/ecu/heat etc than just selling a product. I am convinces that a proper oem ecu tune is the best way forward. I have tried jubu440 which is a none oem ecu and that was not working to the hype and expectations at all.. its just not working properly with the car. Now have gotten the jb4.. and as states above in my videos, je power gains are minimal unlike people claim (placebo effect) because we did a side by side run with another emira.. as suggested we have more runs planned this week but the outcome was rather disappointing when you actually compare.. before comparison I thought it gained power but unfortunately it was minimal. Maybe this was because of the weather, or faulty item which I doubt so more test needs to show the real difference.. not by feel but real test. I have to admit the engine bay gets bloody hotttt, this was also the case with jubu440 where I constantly fot reduces power mode select lower gear indications. These are my 2 cents.. i am still not convinced right now whats available that actually works

 

[VF Tuner]

Now that you've dropped this bombshell in the JB4 thread, it will be interesting to see what their response is.

Honestly this isn't really a bombshell. Any tuner who understands calibrations is going to explain it the same way.

if people see this as a knock on their product they are interpreting it incorrectly. The JB4 has been shown to be very successful on many platforms for years.


However the V6 lotus ECU is NOT like other OEM ecus.


Most OEMs add layers upon layers upon layers of back up safety code, management code, etc etc etc. The JB4 exploits this to it's benefit.

The V6 ecus LACK all of that. They are literally "just enough" to pass emissions and make good power. For crying out loud even in 2021! Lotus was still using O2 sensor technology from 1990.


Anyways I do not want to derail this thread, just wanted to share our observations and information about how things work from what we have seen and reverse engineered so far.

 

[Steve24]

Think I’d rather listen to my Lotus dealer who said the JB4 is fine. And the ECU does take over if any of the parameters are exceeded. But thanks anyway.

I have no opinion either way in relation to the JB4 and various other tunes.
I'm watching all this with interest and may do something once warranty expires, and when all of these concerns are put to bed one way or the other.

I just make the observation that you must have a very relaxed dealer.

Mine made it clear they had no issues with mods such as air intakes, cat delete, exhaust, etc., but touch the ECU in any way and you're on your own.

 

[Lotus F1]

I have no opinion either way in relation to the JB4 and various other tunes.
I'm watching all this with interest and may do something once warranty expires, and when all of these concerns are put to bed one way or the other.

I just make the observation that you must have a very relaxed dealer.

Mine made it clear they had no issues with mods such as air intakes, cat delete, exhaust, etc., but touch the ECU in any way and you're on your own.

I don't get why a dealer would care. Doesn't Lotus have to pay for warranty work to the dealer

 

[Steve24]

I don't get why a dealer would care. Doesn't Lotus have to pay for warranty work to the dealer

The dealer wouldn't care.
But as you say they wouldn't do any work under warranty unless Lotus was paying them, and the suggestion is that if you play around with the ECU and then something blows up Lotus won't cover it.

But they would probably be more relaxed about other mods provided they couldn't be proven to have directly contributed to the failure.

 

[Lotus F1]

The dealer wouldn't care.
But as you say they wouldn't do any work under warranty unless Lotus was paying them, and the suggestion is that if you play around with the ECU and then something blows up Lotus won't cover it.

But they would probably be more relaxed about other mods provided they couldn't be proven to have directly contributed to the failure.

Well I guess the easy answer is just remove it. Just because I knew you had it but then you removed it would leave no signs of it ever existing to Lotus

 

[David s]

I have no opinion either way in relation to the JB4 and various other tunes.
I'm watching all this with interest and may do something once warranty expires, and when all of these concerns are put to bed one way or the other.

I just make the observation that you must have a very relaxed dealer.

Mine made it clear they had no issues with mods such as air intakes, cat delete, exhaust, etc., but touch the ECU in any way and you're on your own.

I would not say they are relaxed. Ive had a relationship with them for over 20 years. Some of them worked as engineers for Lotus UK and qualified at Oxford in Mec engineering. They also are involved with Lotus engineering developing products for them(the SC1230, 1700, and 1900). They have had extensive experience with the Lotus ECU and know how they work. They are currently fitting the JB4 on a few cars when I went there a few days ago to book my car in for a service next week and discussed with them the fitting of the OBE cable through to the JB unit. They currently testing a couple of cars with the unit it them and checking operating parameters to assess if the unit is being learned down by the ECU. I`ll know more when I speak to them when I get my car back after the service.

 

[Steve24]

Well I guess the easy answer is just remove it. Just because I knew you had it but then you removed it would leave no signs of it ever existing to Lotus

You may be right, but I doubt it's that simple.
I wouldn't be remotely surprised if there is some trace left somewhere that shows something had been done.

Not to mention, if you think Lotus and / or dealers don't read this stuff you should think again.

I once had a throwaway comment (amongst hundreds of others) I made on a Ferrari forum quoted back to me and I never quite got the same treatment from the dealer after that...

So I suspect Lotus know exactly who has done what to their cars, regardless of how the car may present to the dealer when taken in for work.

 

[675430VME]

I don't get why a dealer would care. Doesn't Lotus have to pay for warranty work to the dealer

Because all warranty works have to go through Lotus Hethel and most of the time requires a live connection to HQ for data analysis. If HQ denies your warranty claim, your dealer will get nothing for the work they already did.

 

[675430VME]

I would not say they are relaxed. Ive had a relationship with them for over 20 years. Some of them worked as engineers for Lotus UK and qualified at Oxford in Mec engineering. They also are involved with Lotus engineering developing products for them(the SC1230, 1700, and 1900). They have had extensive experience with the Lotus ECU and know how they work. They are currently fitting the JB4 on a few cars when I went there a few days ago to book my car in for a service next week and discussed with them the fitting of the OBE cable through to the JB unit. They currently testing a couple of cars with the unit it them and checking operating parameters to assess if the unit is being learned down by the ECU. I`ll know more when I speak to them when I get my car back after the service.

Your dealer is indeed very chill and relaxed, giving the fact they are installing a piggyback system as a dealer. One of my friends was rejected for warranty on his defective injectors, and the reason was that Lotus Hethel had proof a piggyback was installed from the data they pull.

 

[675430VME]

You may be right, but I doubt it's that simple.
I wouldn't be remotely surprised if there is some trace left somewhere that shows something had been done.

Not to mention, if you think Lotus and / or dealers don't read this stuff you should think again.

I once had a throwaway comment (amongst hundreds of others) I made on a Ferrari forum quoted back to me and I never quite got the same treatment from the dealer after that...

So I suspect Lotus know exactly who has done what to their cars, regardless of how the car may present to the dealer when taken in for work.

I can't believe how people still believe things like these are undetectable...