If they were all high impedance injectors and they were staged; then we'd run the 4 primary injectors semi sequential (in pairs) and the other 2 in front of the TB as secondaries.

Another way would be if the TB injectors are high impedance, you could drive them with an aux output and PWM them rather than drive them synchronously with the engine rotation, and set up say fuel map 2 as being the duty cycle of those injectors vs RPM and MAP.

If they're just doing it to get extra fuel flow (sometimes people do this as a kludge and run the port injectors off the factory ECU), then they should really ditch the two TB injectors, put in 4 injectors of the correct size and run them off the ECU normally. On the Lotuses we use ID1000s on 1.8L engines and they work great.

 

Placed the order to, Looking forward installing the 440,thank you Elliott

 

Is there any sort of plug-n-play support for FCs? I see FDs and RX8, but it appears that you might have to wire your own harness and change sensors for a FC. I'm specifically interested in S5 TIIs, if it makes any difference.

 

You can use the series 6/7 plug and play on a s5, you just need to change a few pins on the Oem harness.

 

Just to correct that point, you don't need to change ignition systems or sensors with the FC, but you're correct in that we don't have a direct plug-in yet.

The series 5 seems to be a lot more popular than the series 4 (or maybe there are just more people still modifying them) so I might do one for the series 5.

Thank you!
Andy

 

What Elliot said regarding the 4-cyl. We do a lot of ECUs on the Elise / Exige, and we just put big injectors on them (700 or 1000cc) and run them fully sequentially; they work really well.

For the Esprit (V8 and I4) we'd need to know the crank / cam sensor types and waveform / tooth patterns, firing order and then we can work out the best way to configure it. If the factory system controlled the ignition timing mechanically (ie your distributor has a vacuum advance diaphragm and centrifugal weights inside) then we'd like to see a crank and/or cam sensor added. The missing tooth crank sensors (eg the Ford 36-1) seem to be the most popular and we can use those.

 

Can this handle a 4 rotor (each rotor firing by itself, not in pairs)? I don't need plug and play, I can wire it all in.

 

You will want a 1280S to properly run a 4 rotor. It has 8 ignition outputs, and 12 injector outputs.

Adaptronic E1280S Super Standalone ECU

Price includes a long flying lead wiring harness.

 

Elliot does this has built in 2-step, also I have a single turbo harness built by Ry-wire will I still be able to use it? Also will the stock gauges and speedo/tach will work like with the PFC?

Thinking on maybe switching from my PFC.

Thanks
Luis

 

Awesome thanks. Can it accept the stock FD wheel speed sensors or would I have to modify my hubs to accept the sensors that come with it?

 

2-step is built here is a video.


All the stock gauges will work, and you should be able to use the Ry-Wire harness as long as all the pins are in the same place( they should be ).

 

You cannot use standard wheel speed sensors that connect to the ABS. Well in theory you could but it would probably need an electrical converter box to interface the signals, and that is something I don't recommend doing. The ABS signals don't get sent to the ECU on an FD, so we can't use those either. If you want to run 4 wheel speed sensors, we recommend adding GT101s that get triggered off the back of the wheel studs.

 

Does the adaptronic plug and play unit control sequential twins?

 

Great service and super fast delivery,
Thank you Elliot

 

There is a square wave speed input to the stock ECU. Should be easy enough to use that as your speed input for the Adaptronic.

 

Sequential twins: yes.

Nope; there is a sensor that gives an output from the gearbox output to the factory ECU (this signal actually comes via the instrument cluster), and this also works on the Adaptronic so you can use it for gear detection and launch control.

But for traction control you need to know the speed of the front wheels as well; there's no input for this in the factory wiring.

Thanks
Andy

 

My bad. Didn't realize he was asking specifically about traction control.

 

Really stupid noob question, but I have a power fc and now need a true boost controller. If I went with this solution, would I no longer need an Apexi for my future BNRs?

 

Correct. If you purchase the $90 boost control solenoid you have a complete electronic boost controller using the Adaptronic ECU.

 

You sir have just gained yourself a customer then this spring! I shall be dumping the Power FC and going with this as it's a win win on cost and performance.

Last question, say I wanted a road trip up to MinneSOta to see some family late this summer, would you do the install and tuning?

 

Yes. We are currently doing several.

 

How does the flex fuel sensor work? Is it a matter of purchasing a sensor, wiring it to the ECU and having a dual tune? (I am interested in running e85 in future but would like ability to go back to 98 easily for street use)

is there any disadvantage of having the ecu run in this mode when you just want to switch back to normal fuel? I have heard of open / closed tuning but am unsure of the specifics.

^ hope the above makes sense.

AdaptronicAus you have pm. cheers.

 

+1

 

Hi all,

No, you don't have a dual tune; that's not the idea of flex fuel. With flex fuel the ECU has to work out the ethanol content (eg 39% ethanol) and work out the stoichiometric ratio based on that (petrol is 14.7, E85 is about 10.0, so E39 would be somewhere in between), and use that in conjunction with the VE tables and injector information to deliver the correct amount of fuel.

The ECU has a basic fuel and ignition map for the VE, and you tune this on E0 (petrol / gasolene). On top of this, the ECU will adjust the fuel delivered based on the stoich ratio - your target AFR table is actually a target lambda table, which means your target AFR has to change when you put in different fuel. On top of that there's a 3D table for fine adjustments after that, but you shouldn't need to adjust it more than 5% either side. There's also another table against RPM and load for the amount of additional ignition timing you can run at 85% ethanol, and the ECU linearly scales between the 0 and this map based on the ethanol content.

Hope that makes sense!

I was going to convert my race car back to petrol, but I'm thinking maybe I should do it flex now (like my road car).

 

Placed my order with Turblown as well .

As popularity grows, I can foresee this ECU needing its own section.