so what is the final word on these things? we got all hyped up about them only to be completely dissapointed. turns out it was all a misunderstanding? Everything still good to go, just not as full standalone but parallel?
Is rob able to get on here as well? also I understand we have reached the amount of people ordering to bring the price down? |
I could see the coolant being a part of that.
As for the set of the values known as AFM well that is merely a a one to one onto function which can be mapped exactly into the set known as the MAP values, or the set known as TPS values assuming steady state conditions had been realized. Id est AFM can be mapped in by head upstream of throttling device is subjected to a hydraulic diameter of the throttle body, which can then be most realized by a certain phi the bernoulli's equation to depict velocity. Transitively TPS can be realized by setting boundary conditions of known pressure differential and the hydraulic diameter of the throttling device. This gives delta head, and assuredly flow. They are synonymous, its just which ones you pick (DUH) |
I don't think Rob wants to get on, but I'll post his emails...
Hi Travis, You are absolutely correct, I'm so sorry about this confusion! One of local distributors, who is an MX5 expert, rang us a few weeks ago to ask some very similar questions about the different Miata models/compatibility, and the conversation got a bit confusing at times, so I must have had some random snippets of the conversation stuck in my head and 'remembered' them incorrectly when you asked me about it. The 99-00 models ARE compatible with our NB8A plug-in loom (it is actually the 96/97 models that aren't compatible, and I had myself totally confused)! I'm not sure about the 98 model, as we don't have any doco for it. Regarding the VVT setup, we usually just do it as 'RPM only based' to make it simpler, but if you wish to also base it on load you can. The easiest way would be to select 'Ign map 2', and the values in the second ignition map will then become the target VVT angles in degrees BTDC (and the 2D table of VVT angles will be redundant). Cheers Rob We are good to go, I don't think we've hit enough to bring the price down yet. |
Originally Posted by JasonC SBB
(Post 360482)
Factory ECU uses AFM, RPM, and coolant temp to decide on what to do with EGR. Cold engine = no EGR, ferinstance.
The problem with not running EGR closed loop (using its pressure sensor to determine flow), is that flow may vary even for a given MAP and RPM, so the amount of air getting into the cylinders is indeterminate. |
I just blanked off the EGR, it was in the way of my coolant reroute ;)
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So how many people are down for this? Trying to hit the 5 people price cut...
I think so far we have 3 interested. |
Originally Posted by 18psi
(Post 361247)
So how many people are down for this? Trying to hit the 5 people price cut...
I think so far we have 3 interested. |
I am pretty much in the same boat.
This whole time I thought Travis had a 99+ car that he is running this on, and only recently I found out that he doesnt. That means there is no one here, that we know of, running this on a 99+ car successfully. I am willing to guinea pig this product right now, but would need a 100% money back guarrantee if it doesnt work exactly as advertised. Willing to do a complete writeup if we work out a deal. I have my voodoo box and supra 305's to use as plan b till a complete pnp system comes out or I build a ms2 parallel, if this doesnt work out |
I'll give you a qauntity one price of 950 on it with a money back gauruntee. I mapped the outputs and inputs myself, I know its going to work. Unfortunately what Rob has said has kind of damaged my credibility on the issue, even though it was that he was just confused. I didn't know it was parallel, but thats just because I thought the wiring diagram was trying to say that some signals had inputs and not outputs. Turns out it really has a full parallel install adapter! The literature also never said anything about a parallel install, and my 94 doesn't use the stock computer at all.
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Hard to know everything when you haven't personally tested the ecu. Do you stock them? Pics? Also, could you make a list of what's controlled by the adaptronic, what's shared by both ecu's, etc? I'm curious. I dug through this thread but I don't see all these answers, and I know some info was wrong, so could you lay it out now that everything is understood? Also, is your 94 adaptronic standalone or parallel?
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Originally Posted by patsmx5
(Post 361283)
Also, is your 94 adaptronic standalone or parallel?
His is standalone, so I never held it against him when he said this was standalone for NB's. Seemed reasonable and he was passing on what Rob said. From what I gathered, NB's need to be piggy so the stock ECU can handle alternator, AC, etc. That doesn't really bother me either. |
I'm curious, but I have a '96.
So it really doesn't matter that I'm curious at this point. |
I sold my ms kit and am definitely in for this.
Will be running the stock engine initially, then a swapped in 2001+. Any reason I can't just carry the alternator over to the new engine? If not, is there a reason why the nb guys can't just get themselves na alternators to avoid the issue entirely? And won't most hb installs have to be parallel to pass inspection, being that they're obd2? |
Originally Posted by deliverator
(Post 361323)
Any reason I can't just carry the alternator over to the new engine?
Me thinks that is what some of the 99 into pre 97 swaps have done with MS, so I don't know why not. I think Hustler did it because I sold him the alternator. |
Yes you can swap a older alternator over and it will work. You can also put an older CAS and use that for your ignition input. And you can also put an older head on the car and it works too. Better would be to not have to change/buy all that though.
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Originally Posted by patsmx5
(Post 361325)
Yes you can swap a older alternator over and it will work. You can also put an older CAS and use that for your ignition input. And you can also put an older head on the car and it works too. Better would be to not have to change/buy all that though.
if you have to buy/change all that shit to make it work, might as well just go buy a hydra and have the very best. |
Originally Posted by 18psi
(Post 361326)
if you have to buy/change all that shit to make it work, might as well just go buy a hydra and have the very best.
I'd love to but I refuse to double my entire DIY turbo budget to add an ECU.:giggle: |
Here is the file of the outputs. Surprising I couldn't find the VVT input for the NBB on the aftermarket ECU. I have a feeling my Aussie friends simply didn't show it connected because it used multiple inputs or they forgot. I see it cut, but its not reconnected on the diagram to anything, and anything that is simply terminated has an X on it. I'll find out about that. They spent a very CONSIDERABLE amount of time writing code specifically for this NBB Miata VVT mechanism. It would be stupid if it wasn't plug and play.
I believe deliverator made the point he did because he is not going to be purchasing a plug and play loom. He is purchasing a .5m loom that he is hand wiring in to save some cash. Also injector pulsewidth control down to .0007ms. These E.C.U.'s should be able to idle 1600cc injectors at 14.7:1 without a problem at that resolution. www.boundaryengineering.com/harness.zip |
Travis, what's the max datalogging for say, 6 variables, into a laptop?
Does it use a USB or serial port? |
The ECU connects to your laptop via a serial connection.
The datalogging limit is the size of you hard-drive. Phil at Performance 5 in the UK has installed quite a few adaptronics on NA/NB/NBB using PnP looms so its well proven in my eyes. The only question would be if there are any wiring differences between UK/Oz/USA. Cheers Matt |
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