A History of Innovation
Electromotive has been designing and building innovative direct fire ignitions and engine management systems for the serious racing and performance enthusiast for nearly 30 years. In fact, we invented the ultra-high resolution direct fire ignition, and it’s still at the heart of every ignition and ECU we build today.
Designed and Built in the USA
We design and build our control units here in our Manassas, Virginia, headquarters and have in-house engineering and technical support, and product diagnosis and repair in-house as well.
Used by the Serious Performance Enthusiast
Our products have been used for decades in all forms of land-based and marine performance and racing activities around the world.
Electromotive is on the move with new investments in engineering, product, technical support, customer service and marketing investments.
- New Products: Our latest engine management system, the TEC EVO, will be introduced in 2017. Several accessory products will be introduced as well.
A predecessor company was formed in 1977 to investigate the feasibility of a commercially viable electric car using a Parallel Hybrid Electric Vehicle configuration. This concept then created a need for engine controls to lower emissions and improve fuel economy. The company responded by inventing and patenting the High Resolution Electronic Ignition Control (HREIC).
In 1981, Electromotive was incorporated, and operations commenced in 1983. Electromotive signed an agreement with General Motors in 1984 to develop an ignition based on the specifications in the patent.
In 1987, Electromotive began selling its ignition products in the performance and racing market. In 1989, the company introduced its first fuel injection system. The company’s product became known as the most technologically advanced of all known engine controls in the world.
In 1993, Ford, followed by General Motors (1995), licensed Electromotive’s ignition technology. During the late 1990s, the company developed a partial assist electronic hybrid conversion of a Honda Civic. It consisted of a belt-driven DC brushless motor connected to the stock engine, electronics and batteries. It used Electromotive’s fuel injection and spark control system computer to control both the engine and the electric motor. This work led to a U.S. patent.
In the early 2000s, the company focused efforts on the performance and racing market, developing several kits for specific engines. It also transitioned from its workhorse HREIC custom logic integrated chip core to a microcomputer-based core in its ignition and fuel control products. Initially products were divided into 4-, 6-, 8- and 12-cylinder devices, but in 2004 this myriad of devices was merged into one field-selectable module that did the entire configuration and helped resellers manage their inventory. This is the current XDi ignition product and the TECgt fuel and ignition computer.
Electromotive subsequently began a major rewrite of its calibration software and ECU firmware code. This resulted in the TEC4 and upgrades to the TECgt that allowed rapid development of engine controllers tailored to the needs of each customer.
In 2010, the company completed the development of its third-generation microcomputer-based processing core. Like the second generation, it handles the 60 minus 2 tooth detection, but with the added feature to be modified for other engine crankshaft sensor wheel configurations.
Newer products include the XDi2 Ignition controller that is a PC-programmable version of the knob-programmed XDi controller; the TECs, which is a low-cost engine controller that still includes a high-powered ignition system; and the TECm, a plug-in ECU designed for the 1993-1995 BMW 3 Series.
In 2015, Electromotive will launch its newest TEC product with a new generation of features and interface.