The contemporary 4×4 is a high-tech wonder, packed with a staggering amount of computing power that controls nearly everything in the vehicle: from operating cabin mood lighting and hands-free phone calls to crucial driving functions like fuel delivery and anti-lock braking. Even the humble gas pedal operates via ones and zeros, relaying driver input through the ECM. One of the benefits of this arrangement is that with the right technology, your rig’s throttle is programable in a nearly infinite number of ways to optimize driving in a wide variety of conditions. The Ultimate9 evcX is a clever, easy-to-use, and affordable device that does just that.
As manufacturers experimented with vehicle design in the earliest days of motoring, basic vehicle controls were not standardized. Take the Ford Model T, for instance. Launched in 1908, it was the first mass-produced automobile within reach of the everyman, and one could argue that it was also the first overland vehicle. Considering the very primitive American highway system near the turn of the century, Model T owners had very little choice but to take the road less traveled. The Model T featured a dedicated foot pedal for reverse gear, and, interestingly, hand controls for on-the-fly carburetor settings, ignition timing, and the throttle.
Model T drivers would adjust the throttle position and advance and retard engine spark to suit the driving conditions. These controls were cable and hard linkage-operated, and this design prevailed for the next eight decades—though the throttle moved from the steering column to the floor as vehicles adopted modern layouts. In the late 1980s, BMW introduced the first electronic throttle, where physical changes in pedal position were relayed to the throttle body through the engine’s computer, rather than a steel wire. By the 2010s, the throttle cable was dead, and electronic control for the loud pedal was universal.
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- The do-it-all Ford Model T.
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- The archaic control set-up on a Ford Model T.
Many vehicles offer the power to electronically adjust throttle behavior straight from the factory, but the Ultimate9 evcX turns that option up to, well, nine. The evcX is programmed with eight modes and 32 levels of adjustability that go far beyond a few stock choices and allow the driver to select a throttle curve that best matches the driving context. This is a boon for off-road travel, especially in situations where either gentle or rapid throttle response is important. On trails that are especially slick with mud or snow, or in deep sand, gradual and linear throttle application helps maintain stability and wards off digging in. On the other side of the coin, rock crawling often requires sensitive and precise acceleration at particular times, demanding a quicker throttle.
On the pavement, Ultimate9’s nine custom Eco settings save fuel, which is helpful for those of us whose adventure vehicles double as daily drivers and on those long highway stages between dirt-bound adventures. Ultimate mode offers eight levels of increasingly sharp throttle response that give a noticeable boost for towing, getting heavily loaded rigs up steep mountain passes, or for overtaking. Selecting the “Ultimate9” option immediately ramps the response up to the top of the curve. There are also modes for the factory throttle settings, valet, launch control, and anti-slip, as well as a throttle lock that severs the connection between the pedal and the engine computer as a security tool.
The Ultimate9 evcX companion app is distraction-free and easy to use.
Users can operate the evcX directly from the OLED control panel on the unit, or via the companion app on a smartphone over a Bluetooth connection. There is zero lag when switching among modes, and the app has a simple and clear UI. Installation is straightforward for a confident home mechanic, and it piggybacks seamlessly into the throttle harness. It’s also easily disabled for annual state emissions and compliance testing.
In my experience with the Ultimate9 on a 2002 Ford Ranger XLT FX4 with a dealer-installed Ford Performance Pack (it works with both factory computers and aftermarket ECM flashes), the evcX’s most notable effects emerged at the far ends of the responsiveness scale. In the most aggressive performance setting, U9, throttle tip-in was instantaneous and aggressive. It drove home how much lag is programmed into stock throttle settings. I could feel the turbo spooling immediately, and boost built fast on the small four-cylinder. However, it also made the truck a little bit jumpy, so dialing back to level six or seven helped soften the edge.
Ultimate9’s evcX throttle controller was installed on this 2022 Ford Ranger XLT FX4.
On the other end of the spectrum, the highest levels of the Eco mode made for a nearly dead pedal, leading me to mash it to the floor and lean into the steering wheel, egging the Ranger on when I needed more power quickly. Of course, scaling those settings back found the sweet spot for fuel-sipping without sacrificing too much ability to merge or pass decisively. Off-piste, the evcX helped most clearly in the Eco or Anti-Slip modes on steep climbs with loose rock and gravel surfaces, as well as in slippery mud on dramatic downhills, adding a comforting level of control in dicey circumstances.
The effects of the Ultimate9 evcX will be most apparent on forced induction cars and trucks, especially in the Ultimate power settings, but naturally-aspirated rigs will still benefit from the added range of fine throttle control. The evcX is available for a huge scope of makes and models, all for a reasonable $219.
$219 | ultimate9.co
Images: Ultimate9, Stephan Edwards, Wikimedia Commons, Nick Jaynes
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