The NBs have an IAT sensor that is separate from the MAF. It is a plastic housed sensor that fits into a rubber bung on the intake i believe. We leave it attached to the OEM harness because removing it messes up the alternator circuit, mine is just tucked away in the engine bay because i use the GM IAT.

Got it. Thanks for the heads up Chad.

You ninja posted, my post wasn't meant to be supplemental. Sorry if I looked like I was correcting you or something I just didn't get around to actualy pushing submit quickly.

First one has been sold and is on order to me now!

I feel like we need a new thread and I need to compile all this knowledge into one solid chunk. There were LOTS of questions asked, and I'm sure someone who just opens up this thread is going to read the first 3 posts, and skip to page 6. So maybe after Stein gets his unit and does his write up we can start another GB thread and keep that one for taking orders only.

No, I was thanking you for the heads up on leaving the stock one hooked up to eliminate the alternator issues. I wasn't aware of them. So, you leave it hooked up and wire the GM IAT seperately, correct?

The way I see it wired on the Adaptronic is through the stock IAT plug. I wouldn't think it would effect anything to reroute it, or to plug a different sensor into it. The alternator, or whatever its attached too shouldn't mind (or really be monitoring) that there is a sensor with a different response curve plugged in.

Travis,
So we've confirmed that this will be a parallel install?
Have we confirmed if the stock PCM will be returning codes?

I have a 99. Needs to pass OBDII emissions.

This is a parallel install, and the OBDII scanner is plugged into the E.C.U. so it will scan. I'm just not sure if it will throw a code. All the sensors that should be registering to the E.C.U. are, or have a doppelganger wired in. An example would be resistors and the sensor output routed to sensor ground for the M.A.F.

I think if you do get a code, its going to take a while for it show up. Just reset the stock E.C.U. a couple days before you go in for emissions testing so it is setup, but it hasn't had the time to realize some of its parameters never change.

I have sent a message to Rob asking if the E.C.U. will throw a code but I don't know if he's going to have the answer. Either way in about a week and a half Stein is going to be plugging his in. So we should know pretty quick if the stock computer goes nutzo.

Wish I wasn't unemployed. I'd be all over this like obama on a bailout.

Understood.
I have the Xede now. I did and can get the car through OBDII emissions, but the Xede does cause "fake" CELs left and right. Works fine but is annoying.

By chance could you hook it up with a .pdf version of your PCM comparison grid? I don't have a spreadsheet program and .xls programs default to megalogviewer on my machine. :)

Sorry to hear that my friend. Especially with the expensive college degree hanging on the wall.
Deb has 3 degrees and works in a call center. :jerkit:
But they do pay her OK and treat her well.

I have to admit, the Adaptronic has some impressive seeming features.

Two uses for the AEM's fast datalogging rate:

1) tuning throttle enrichment - it can see the very short (< 0.2 sec ) lean spots.

2) there's enough resolution in the RPM trace in a 2nd gear WOT run to extract torque and power - and then the datalog post processing software has math functions to do this (e.g. smoothing, and derivative)

I will have to give you the tuning throttle enrichment. I'm not sure how much resolution you would need to see that, but I'd like to be able to see it. I setup my enrichment by feel, it works, its snappy, but I'm sure if I had a map that say had an output of 50hz I could get it exactly right. I've started working with a software engineer here to make a data logging portion to the Adaptronic software. He says he can easily do it where its able to be manipulated. The only problem is wrenching away the source files, I don't know if Rob would let me have them getting ready to ask, wish me luck.

The comment on the RPM trace producing torque and power curves is also very good. I had not thought of that use before. Another reason to find a way to increase data logging resolution. If I could make a software package that gives torque and horsepower curves based off of a second gear pull, that would be VERY nice.

Do the Adaptronic datalogs have one time stamp, then the variables votlages, or does it have a timestamp per datapoint, e.g.

like this:

22.24 sec, 3925 RPM, 167 kPa, 18 degrees, 8.32 mS, etc

OR

22.24 sec, 3925 RPM
22.36 sec, 167 kPa
22.49 sec, 18 degrees

etc

1 time stamp and all datapoints. That is why it loads so slow. PLUNK... PLUNK... PLUNK.. The data fills in at the blazing fast speed of 1991 serial cable. Now if we could only fit a firewire card...

Here is the harness file in pdf format:
http://www.boundaryengineering.com/Harness.pdf

I wonder how the AEM manages a high datalog rate.

It doesn't try to log 24 variables at once. It should be pretty linear I'd think. If you reduce the variables to 12 that have to be logged the average should be around .15s instead of .3x. If we go to 4 variables you end up at .075 or 13hz. Not bad, I'd think it would actually be better because you have to transmit variable information and value.

Thank you. Good read.

Wonder why it controls the EGR with a PWM output instead of allowing the stock computer to control it? Reason for concern is all 3 PWM outputs are occupied. Otherwise controlling VICS is no big deal if I go to the VVT head to clear out a PWM for VVT control, but I'd also like to run electronic boost control. Hmm.

They just done that so that you would have the output in the engine bay. I think they pretty well expect you to delete the EGR and use that plug for a waste gate controller, VICs, or VVT. I noticed on the NBB they left a PWM open. I'm not sure why. I guess if you want to keep your EGR it would be a little bit of a pain though.

What is the typical control strategy if the Adaptronic is used to control EGR?