Haltech Nexus T1/T2 Universal ECU

Universal Standalone for Any Swap T1 (4-Cyl) Or T2 (6-Cyl/J-Series) Controls VTC/VTEC Cams & Flex Fuel Waterproof, Wi-Fi, All Features Enabled Description Vehicle Fitment Haltech Nexus T1 & T2 Universal Standalone ECU When you swap an engine into a chassis it never came in, a K-series into an old shell, a K-series sandrail, a J-series V6 into something unexpected, there's no plug-and-play ECU for that combination. You need a standalone that you wire to your engine and tune from scratch. The Haltech Nexus T1 and T2 are exactly that: compact, waterproof, fully-featured universal ECUs that give you complete control over fuel, ignition, and boost on any engine you can wire them to. T1 Or T2? Pick By Cylinder Count The choice is simple and comes down to your engine. Nexus T1 (HT-210000) runs up to 4 cylinders (or 2 rotor). This is the one for a K-swap, a B-series, a single-cam or twin-cam four, or a rotary. Successor to the Elite 550, with 4 injector and 4 ignition outputs. For the vast majority of Honda/Acura swaps, four-cylinder or K-series into anything, this is your ECU. Nexus T2 (HT-211000) runs up to 6 cylinders (or 3 rotor). This is the one for a J-series V6 swap or any six-cylinder build. Successor to the Elite 750, with 6 injector and 6 ignition outputs. If you're putting a J32 or J35 into a chassis that never had one, the T2 is the version that controls it. Same software, same features, same case, the only difference is how many cylinders each controls. Match it to your engine and you're set. Built For Swaps Into Anything This is why a universal standalone is the right tool for a non-native swap. A plug-and-play ECU only exists for engine-and-chassis combinations the factory built or someone's developed a harness for. Put a K-series in a chassis it never came in, or build something like a K-powered sandrail, and no such ECU exists, the factory computer doesn't know your chassis, and a piggyback can't do what a from-scratch tune needs. The Nexus is universal by design. It comes with a universal wiring diagram, you wire it to your engine's sensors and actuators, and you tune it from the ground up for exactly your combination. That's what makes it work where a plug-and-play can't: it doesn't care what chassis the engine is in, only what the engine needs. Full Control Over Everything That Matters These are fully-featured ECUs, not stripped entry units, and critically, every feature is enabled out of the box with no extra charges. You get complete control over fuel delivery (sequential, semi-sequential, batch, or multipoint injection), ignition timing (direct-fire multi-coil, distributor, or CDI), and boost (closed-loop with learning). Load sensing works by TPS, MAP, or MAF, and there's an onboard 4 Bar MAP sensor built in, so a boosted K-swap has its pressure reference without an external sensor. For a K-series specifically, it does variable cam control for up to 2 camshafts, which you need to run VTC (and VTEC) properly on a K20/K24. That's essential, a K-series ECU that can't control the cams isn't controlling the engine. The Features A Serious Build Uses Beyond the basics, these carry the functions a real build wants. Flex fuel via direct sensor input, tune boost, fuel, and ignition by ethanol content for E85 or blends. Closed-loop O2 control with long-term learning for precise tuning. Launch control, anti-lag, flat shift, traction control, and trans brake for drag and track use. Multi-level engine protection to save the motor if something goes wrong. And per-cylinder tuning with 4D tables for genuinely dialed calibration. This is the same capability tuners use on serious builds, not a cut-down version, which means the ECU won't be the thing limiting your build as it grows. Modern Connectivity And Logging Tuning and diagnostics are where these shine day to day. USB-C for laptop tuning and WiFi via internal antenna, so you can connect and monitor without living in the passenger seat with a laptop, and the Haltech Connect app works with it. 32MB onboard logging records up to 300 channels so you review data instead of guessing, and a 4-channel onboard oscilloscope helps you diagnose trigger and sensor issues, invaluable when you're getting a fresh swap running and sorting out crank/cam signals. It runs the new NSP (Nexus Software Programmer) calibration software, Haltech's current, user-friendly tuning platform. Waterproof And Tough Worth knowing, since a swap ECU often ends up somewhere exposed. The case is waterproof and environmentally sealed (IP-66), rated from -40 to 125°C, so it survives an engine bay, a sandrail, or wherever a swap puts it, rather than needing a climate-controlled mounting spot. It's compact (111 x 131 x 40mm) and light (0.39kg), so it tucks in almost anywhere. What's In The Box Nexus T1 or T2 ECU USB-C cable and dust cap Mounting bolt set Haltech fabric keytag Quick start guide Universal wiring diagram Who Should Grab This This is for anyone swapping an engine into a chassis it didn't come in, a K-series into an old Honda shell or something wilder, a J-series V6 into an unexpected home, or a K-powered sandrail, where a plug-and-play ECU doesn't exist and you need to wire and tune from scratch. Full control over fuel, ignition, boost, and cams, every feature enabled, modern connectivity, and a waterproof case that survives anywhere. Pick the T1 for four cylinders or the T2 for six, and take command of your swap. Nexus T1 (HT-210000): up to 4 cylinders / 2 rotor, 4 injector + 4 ignition, successor to Elite 550. Nexus T2 (HT-211000): up to 6 cylinders / 3 rotor, 6 injector + 6 ignition, successor to Elite 750. Both: onboard 4 Bar MAP, variable cam control (2 cams), flex fuel, closed-loop boost and O2, launch/anti-lag/flat shift/traction/trans brake, 32MB logging, 4-channel scope, USB-C + WiFi, IP-66 waterproof, NSP software, all features enabled. NA or forced induction. Universal