Well it was you, and a couple other people that got me thinking about duties and high shipping costs. Sounds good, how do you get it over to the island??

Boat full of football players usually.

Different local shipping companies have set up base in Miami. They assign you an address along with your own member number and they take care of shipping anything you order to you. They take care of customs too. One has to pay for any resulting duties that may occur of course. FWIW, there's an agreement between those forwarding companies and local customs: anything you buy with a value of $200 or less, doesn't pay import duties ;)

Travis, why is it that I can run an MS on a 96/97 as a full standalone and I can't do the same with the Adpatronic? If you figure that one out, I may end up selling my AEM and buying your Adaptronic still ;)

lol; if I answer with the truth, I'm going to sound really insensitive.

That is the same code I get with the Xede. The stock PCM does not like the way that the xede adjusts timing. If I zero out timing offset, or if I run little timing offset, then I do not get the CEL. 3 or 4 degrees seems to be enough to trigger it. So I'd wager that your stock PCM does not like the timing signals it's receiving for the AIT, CLT, and airflow variables it's being fed (semi-wild ass guess).

Does the 96/97 have the NB style alternator that has to be controlled? Thats the real problem. If it has the same alternator as the 94-95 then it can run full standalone.

All NAs have the same "style" internally regulated alternator. It's not until NB that voltage reg moved to the PCM.

There are lots of ways of dealing with this though. Easy as installing a NA alternator on your NB or adding an OTM or aftermarket voltage reg to your NB.

This is only a small hurdle.

Ok, I knew the computer and harness was updated to the NB style evidently in 96/97 but wasn't sure about anything else. So Rafa it works full standalone.

Temporarily for emissions

So if we don't want random cylinder misfire then load a stock ignition map, set the EBC=0 duty cycle, and it will be ok?

Shit; I'm beginning to hate you! ;)

Let me see if I can do something about this.

Rafa, you don't have AC do you? I think you will lose AC if you go standalone as well.

Stein, your adaptronic controls the A/C.

Yes, I can avoid P0300 by running a stock or close to stock igntion table. 3 or 4 degrees of advance from stock will trigger the code regularly (as in several times during a trip). Retard in boost has never caused the code. It always appears while cruising with extra advance.

Other people have reported a code for MAF overflow. I've not seen this code, but it can be avoided by staying out of boost.

To pass emissions, I reset my timing table to stock, cleared the P0300, and drove until enough readiness monitors had completed to ensure a pass. I can have 2 not readys in my state.

I can't live without A/C. It's 85 degrees during the day here at this time of the year!

I think Travis is right; I think the Adaptronic can handle it.

I'd much rather install this in parallel than lose my A/C.

Why are you going Adap Rafa? Is your AEM not working well?

Quick question guys.

99 Miata, Im not going to run the OEM harness, everything on the car will be eliminated that the OEM computer should need to control including the computer controlled alternator (Ill be running a 94-97 alternator), A/C, Emissions, ETC. Is the Adaptronic able to be a full standalone in this situation? Can it handle all of the duties if those areas are removed?

How does this compare to the AEM? That is what I was previously looking at since the Hydra was more than I was wanting to spend, but it appears the Adaptronic being almost as nice as the Hydra at 1/2 the price might be the better bet.

I have a lot to learn in the ECU department, so forgive the newbie questions. Can I run an external switch to allow me to switch between two different maps? My plan is to drive to events on 91, drain the tanks and run HOT 114-116 on an aggressive map and then drive home on 91. Can this be done with this ECU.

I wasn't planning to spend this sort of money right now, but I'm on the fence as it's such a good deal. Help convince me.

FYI, I'm building a +300whp SSM 1.2L Whipple SC'd +20 PSI beast for National AutoX competition. Want to achieve 300rwhp this year too, but my LINK isn't going to cut it.

This does have significant advantages against the AEM, and then the AEM does have advantages as well. There definitely isn't a clear winner with any of these ECUs. The advantages of the AEM lies in datalogging, and map clarity. The advantage in the Adaptronic is in injector support, vvt support, and closed loop boost control that works. Basically I see it as a function vs form argument.

Yes that is supported.

Doing the best I can. :giggle:



This will do it for you, and not burn a hole in your pocket. All money has to be in by next thursday. No exceptions.

Logan,

THe adaptronic has two fuel and two ignition maps. you can use either OR you can set up a switch that adds/removes a percentage of fuel and/or timing. Say for example you get a race gas (or water injection) tuned map and want to retard 5 degrees and enrich 3% from that map-- you can.

So, how about an 94 that's about to get an 03 motor....do I get the 94 pnp harness and wire the VVT seperately?