I know of atleast 6, and no one has been yelling at me about them not working. Everyone I know of so far with an NB has reported like stock driveability, and they are really happy with it. Some people have a little problem with the initial install, but most of everything I've seen comes from using a USB to serial cable that is for whatever reason no compatible, or a little mis-step in wiring.

There were some people who were REALLY REALLY new to engine management, and they are getting along just fine. Like did not know what injector pulse width meant, or whether up or down would enrichen or enlean, and they are good to go in just a couple days. As advertised, easy to use!

I think these units are kind of setup like a bicycle with training wheels when you first start to ride. In order to drive your car you just have to be able to wire the unit in, be conscious of your AFR, and atleast know a little bit about the software. Then as you get more comfortable you can start adding things, and playing with all the fine tuning features to add throttle response, wire in WI, EBC, nitrous, all the stuff around the edges...

Travis,
Tell ya what, I am about 2 weeks away from making the call on buying one. Have you had any requests by others for a GB or anyone "threatening" to sign on? If it looks like a longshot; then I'll just buy it outright and save money in other places. :)

Do have a question tho... do you know if too many people have these installed with no CEL at this point on an NB? Not that it matters that much but I am looking to see what all will I need to do to pass MD inspection where they simply pull the OBDII status and give you a pass or no-pass.

Lastly, what's the biggest injectors that most are running with good results and are they adding another fuel pump?

Thanks and best regards,

Prospero

I think its a real long shot to be honest. I've sold 3 so far after the initial group buy, and I think the guys that were without engine management pretty well got on board in the group buy.

It depends on which codes are important to the emissions testers. If its only the emissions related stuff, then you have no problems. If it has to be a completely clean CEL bank then this may not work for emissions testing in your state. It gives off, a couple of CEL's, which at moment are escaping me, but none are emissions related.

I have 600cc injectors in mine and it idles flat 800RPM @ 15.3:1 AFR. This is near the limit of the injectors, so if you go larger you should expect to see idle AFR in the 14's and 13's as you approach 1000cc. I noticed you are planning on running ethanol, so you should be able to run the 800cc's at roughly the same AFR as I am without problems (30% more fuel makes the difference.) These are injector limited, not limited by the ECU. The injectors have a lower limit to the amount of fuel they can deliver regardless of how small the pulse from the ECU.

I don't know of anyone who is testing their motors enough to have the need to upgrade the fuel pump yet as most of these guys are just getting started on their motors. I know that as an added safety if you turbocharge you should start thinking about another fuel pump, and the 255 or the 190 by walbro seems to be the favorite.

Mine is done. Just pent the last two days hand tweaking the cells. It seems that the autotune will not drag all cells down to where they need to be, so I just kept logging 80, 100, 120, 140 and 160 kPa pulls and tweaking them. Autotune got it close, but there is hand tuning needed. I had to start over a bit when I went to 600 cc injectors. It's running well. I'm still on the supplied spark map. Idles on 600's fine now. It took longer to get that right as opposed to stock injectors. Still have a tip in problem. Goes immediately lean when I touch the throttle but drops right back. Can't figure that one out.

Need to get my EBC installed now so I can go above 7 psi.

o2 sensor lag?

Gotta mess with the accel enrichment. There are alot of mystical buttons there I haven't been able to fine tune yet. I need to sit down and do a serious attempt at getting it exactly right.

Well, looks like I'm not alone. SV650 ck has it too. We'll see if the smaller port to the MAP helps any. I just thought it might slow down the spike a bit. I already did it to help the MAP fluctuation. As soon as the glue dries I'm going for a drive.

Though it has been in the car for a months or so I only have a little time on mine so far before the whole oil pump pressure relief valve failure fiasco; I had some down time due the resulting engine re-removal, re-tear-down, and re-rebuild. But, the 50 miles or so I did put on it was going well. I think it should be fine with some more tuning time. I am re-installing (re, re, re...) the engine right now (taking a brief break right this second) and should have it running and autotuning again this week.

I did get it to idle well (550cc RX7) , though I had to keep it on the rich side (same as the MS 13:1-13.5:1) to keep it from stumbling. However I also had the COP dwell set too low (1.7 ms) so that could have been an issue.

What I really want to try once I get the fuel MAP dialed in is the adaptive spark map tuning. I think an ideal test would be to let it autotune (listening for knock, with knock retard turned on), then take it to a dyno and see how close it has tuned to a good spark map profile. If it saves me 2-3 additional hours of spark map tweaking, it will have just about paid for itself.

I'll have to look at my logs to see if I have that same MAP noise. Though I have said it before, it sure is good having a bunch of us making this Adaptronic switch so we can share the knowledge :makeout: