Most of you have already seen DIY's product announcement. Several new features available with the switch form MS2 to MS3 hardware/code but the only one we are really interested in is the VVT control. We asked the guys at DIY for this a long time ago, as have many of their customers. Well it's here and it kick ***. The easiest install and UI, most flexible and powerful of any currently available tuning solution. With our "rental formula" serving as the inspiration for so many builds, this was the last piece of the puzzle for an easy conversion to an NB2 engine into an NA chassis.

DIY is also working on an patch harness we asked for. The idea is to utilize the superior crank trigger, CNP ignition and VTPS of the NB2 without hacking into the harness, just about 100% PNP. The ECU currently has a spare port with supplied pins/leads to add VVT and a few other features. The patch harness would plug into the NB2 engine harness and the NA dash harness. While some on this forum are adept at their own wiring, advanced ECU tuning and saving every last penny, you are the minority. Most folks just want stuff to lug in and work, right out of the box, just like the MSPNP1’s have been doing for years.

So yeah, we’re excited about this product and the harness that they are also working on. Opens the door for a less experienced builders to do VVT swaps. NA6 and NA8 are out now. NB1 on it’s way.

 

Install pic in one of our race cars

 

Dammit.

 

Sorry

 

Hey Emilio - I am getting ready to drop my 04 motor in my 90. When wiring up the Motor with this ECU, do I still follow this thread to change the harness: https://www.miataturbo.net/engine-pe...athread-80469/?

Thank for the advice.

 

Nope, much simpler. It's PNP on the NA chassis harness side. You'll have another plug with pins for the VVT solenoid, cam, crank sensors, sensor power. Ideally, your NB2 engine has it's engine harness. You'll simplify it and graft it into the supplied plug for the backside of the ECU with the pins provided. You have the option of running an NA8 or NB alternator. NA8 is easier, no extra wiring as it's self regulated esentially. NB alternator requires using part of that NB harness and running into that aux plug on the left side of the pic.

 

Thanks for the info Emilio. I have the factory harness and I am using an NA8 alternator and a GM IAT. I am glad I bought this ECU from you, it seems much easier than before.

 

We recently did an a A/B comparison, a few minutes apart. 100% stock NB2, just as it left the factory. Stock California ECU vs the MS3PnP on 91 pump gas.

5whp and 5 lbs-ft. Plus the crappy cold driveability of the stock ecu is fixed. Stock ecu runs closed loop stoich pretty much everywhere when it's cold, for emissions. Awful to drive until it hits around 130° clt. With a bit more tuning we could fill in the dip around 3000-3500. Only did about 12 pulls on a dynojet so didn't get a chance to go cell by cell.

Anyway, I found it interesting and thought it would be good to share. Ignition signal dropout is just something we see with the stock ECU on NB2's for some reason, thus the doctored plots. Otherwise plot reads the spikes as erroneous peak whp/tq value.