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Old 01-26-2009, 11:47 PM   #41
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Quote:
Originally Posted by mazda/nissan View Post
but if your wastegate was closed you wouldn't have vacuum?
They use a second, vacuum operated actuator.
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Old 01-27-2009, 12:29 AM   #42
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It can vary VVT angles on some permutations of the three, or another variable. So RPM MAP TPS(4D map)... RPM MAP... RPM TPS... RPM ... OTHER
Could you post screen shots or post a .cal file showing a closed loop VVT map with a 3D target table based on RPM and MAP? I tried playing with the software and couldn't figure it out.
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Old 01-27-2009, 11:11 AM   #43
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Adaptronic Group buy is on hold until further notice. No orders will be taken unless they are for the .5m looms.
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Old 01-27-2009, 11:26 AM   #44
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Adaptronic Group buy is on hold until further notice. No orders will be taken unless they are for the .5m looms.

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What did you DO?!
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Old 01-27-2009, 11:33 AM   #45
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The plug and play looms are different from the literature I recieved. Evidently They are parallel install looms using both the stock E.C.U. and the Adaptronic. They did this to free up the auxilary outputs and deal with the alternators and other systems so they didn't have to mess with writing new code for it.

The 01-up looms evidently work fine.

The 96-00 looms do not work fine, they only work for the 94-97.
and the 89-93 looms work fine.

So I'm not doing, selling, or talking about anything else until I have the complete story on everything from the harnesses I have not personally used yet.
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Old 01-27-2009, 02:29 PM   #46
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Ah man. I was about to pull the trigger on a 99-00 ECU too.
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Old 01-27-2009, 02:31 PM   #47
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I think my contact was just extremely confused on where the model years started and stopped. He told one customer that the NB harness would not work with the NB cars, but I have independently point by point mapped that harness from stock wiring diagrams and it matches his harness 100%

So I think we're going to be back to business as usaul as soon as I get a confirmation that he was just confused, and that these will work.
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Old 01-27-2009, 02:59 PM   #48
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****!! holding payment untill hopefully this gets cleared up
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Old 01-27-2009, 06:10 PM   #49
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Travis, can you help me out with how to set up closed loop VVT based on both RPM and MAP?
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Old 01-27-2009, 06:22 PM   #50
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Quote:
Originally Posted by JasonC SBB View Post
Travis, can you help me out with how to set up closed loop VVT based on both RPM and MAP?
I sent that question in as well. I believe what you do is use an unused fuel map, or ignition map. The only problem is the axis doesn't change from ms, or degrees to represent cam angle. I have not used the function, I've just read about it, and seen other peoples positive reports on its function.
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Old 01-28-2009, 03:30 AM   #51
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We are back online!!!

After Rob at Adaptronic nearly gave me a heart attack saying the NB looms don't work with the NB cars it turns out he was just confused. 2 weeks ago he had recieved calls from a local miata expert asking about compatibility with the 96-97 vehicles. He found out the pin-out was very different on those years from the 99-00 which use the same connectors. He got confused on which one was not compatible and which one was compatible. He designed the E.C.U. not the harnesses. I knew that was what was going on, because I was using HIS harness diagrams to understand what features go on what aux outputs and relay compatibility to the forum.

The one part that now makes more sense is that these are parallel harnesses retaining the stock E.C.U. for control of the alternator on the NB and NBB. He said there have been enough high end E.C.U. companies spend alot of money and fail trying to control it, and its just best not to fix what isn't broken.

There is one condition. The 96-97 cars are not compatible with the NA looms. The NA loom works for sure on the 94 as that is what I have it installed on. NB looms work perfectly, and have been tested throughout the world. NBB looms work perfectly and have been tested throughout the world.

The VVT map by load is easiest set by selecting the un-used ignition map(ignition map 2), and instead of ignition degrees the number you type in represents the target cam degree BTDC. You still need to adjust the closed loop parameters, and setup the VVT reference.
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Old 01-28-2009, 12:05 PM   #52
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Since this will be a parallel install will it still allow for codes to be read and show a pass for emissions purposes?
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Old 01-28-2009, 12:13 PM   #53
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I think there's a fair bit of confusion somewhere.

The Adap works on NB's full standalone, there are guys in the UK happily running that way and have been for a while.


I'll point em towards this thread to hopefully clear up any confusion.



Cheers
Mark
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Old 01-28-2009, 12:44 PM   #54
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I'm running an adaptronic on my NBB, but using an NA CAS, and as a parallel install, myu own harness - you need to do a parallel anyway to allow the stock ECU to control the alternator voltage.

I originally had the ECU on my NA, and transferred over.

I will eventually get around to controlling the VVT using the adaptronic.....

Cheers
Matt

ps I have also written the Dataloglab code for the adaptronic file, and sell licences, if anyone wants one
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Old 01-28-2009, 12:45 PM   #55
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Oh and the Adaptronic is a great ECU
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Old 01-28-2009, 01:35 PM   #56
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My mistake then.
Sorry.




Cheers
Mark
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Old 01-28-2009, 05:45 PM   #57
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Quote:
Originally Posted by JayL View Post
Since this will be a parallel install will it still allow for codes to be read and show a pass for emissions purposes?


I'm not sure about that. From the looks of the harnesses, all the inputs that were originally going into the E.C.U. are still present, besides the water temp sensor, intake air temp sensor, and maf sensor. These sensor inputs are given a 5v sensor plus lead with resistors to simulate that the sensors are functioning. It should connect upto the OBD2 scanner fine, but as to whether it will through codes or not I'm unsure. I'll pass along any information the adaptronic guys can provide.

Thanks for the plug 94BRG
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Old 01-28-2009, 08:33 PM   #58
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If you can create a 3D map on the Adaptronic to output a PWM signal that is a facsimile of the AFM signal, then it may not throw a CEL.

What would the ECU do to EGR if it perennially thinks it's a balmy 80*F out and the coolant is at 92*C?

Why not build a "follower" circuit, leave the temp sensors on the factory ECU, use the follower to drive the Adaptronic, and put in new sensor votlage vs. temperature curves?
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Old 01-28-2009, 09:10 PM   #59
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Quote:
Originally Posted by JasonC SBB View Post
If you can create a 3D map on the Adaptronic to output a PWM signal that is a facsimile of the AFM signal, then it may not throw a CEL.

What would the ECU do to EGR if it perennially thinks it's a balmy 80*F out and the coolant is at 92*C?

Why not build a "follower" circuit, leave the temp sensors on the factory ECU, use the follower to drive the Adaptronic, and put in new sensor votlage vs. temperature curves?

I really don't know why they disabled those sensors. I know all the Adaptronic E.C.U.'s use the check engine light output. I have mine set as a knock sensor. So for a cosmetic reason on these PNP harnesses they wouldn't have cared if it threw a code.

Actually the EGR is controlled onboard the Adaptronic. So its not really a concern.(on the 99-00 model. on the NBB it is controlled by the stock computer. Although I don't know that the IAT WT and MAF make a significant difference. I would think it would be a function of TPS and R.P.M.)

I understand your argument here. It would be simple enough to do, but we don't even know if eternal bliss is enough to upset the stock E.C.U. It may be the case that it simply doesn't care. I would not think that the E.C.U. would have enough memory or a complex enough algorithm and processing power to execute that algorithm to realize that the last 1000 days that its water temperature, intake temperature, and MAF sensor was the exact same . You surely wouldn't want a car throwing a code that read something like "This just doesn't quite smell right to me"
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Old 01-28-2009, 09:35 PM   #60
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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 EGT 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.
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