couple of things, been doing some research and didn't see it noted here

injector staging - the Adaptronic runs out the injectors fully in pairs; first pair run out, then stages in second pair, then fully runs out the first two pairs before finally bringing in the last pair. Important for several reasons. If you intend to use aftermarket injectors there is no reason to buy, as an example, six ID1000 injectors if you're system will never use more fuel than four ID1000s can safely provide (80% duty cycle), etc. If you have six, then the pair in the P2 position will never actually come on line since the fuel required never went past what four can provide from the P1/Sec positions. For NA you might only need one pair of injectors depending on your selection

taking that one further, since with the Adaptronic you are no longer dependent on OE staging, you can select which injectors operate in the sequence of your choosing by the harness wiring connector placement on the injector positions. Where as the OE staging starts with P1, then Sec, then finally P2 you could instead connect the Sec wiring harness connectors to the injectors in the P2 position and vice versa. Doing this would allow the SSV opening of the secondary ports to be independent of the 2nd pair injector operation by running all the fuel through the Primary ports instead. Or if you want to use injectors that won't fit in the P1 enclosed iron position, but can get by with only one or two pairs of injectors, by playing the harness connector game you could run everything on the secondary rail/LIM injector positions instead.

EDIT: Apparently this wiring harness game noted above is not needed between Sec & P2. Adaptronic is stating that they already rearranged the staging as P1 -> P2 -> Sec with their ECU

There are a number of possibilities ... again, with injector sizing and/or harness wiring placement you have a variety of options

edit: this applies to 6 port, the thread thread originated on a 4 port application


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That is less than ideal in all respects I would expect better staging than that for a rotary application

 

huh, not sure why you would think that?

from what I've heard it works very well/seamlessly on all their rotary apps

 

Are there limits to maxing out each stage? It isn't ideal to run max duty cycle on any injectors.....

 

maybe I wasn't clear enough, it stages in pairs to the safe level (80% not 100%) before going to the next pair.

Not sure if you can set that duty cycle number in the software or if they have it set automatically

 

That makes more sense.

 

i just hooked up my adaptronic and couldnt start the car. it was showing a PO335 code. if i remember correctly thats the crank angle sensor. really hoping its just a faulty wire harness cuz the stock ecu cranks the car.

 

yeah it is, and then there is this:

I also found some conflicting information on the injector staging scenario I described above. The two biggest issues IMO are 1) lack of clear documentation on this ECU and 2) slow or unresponsive Adaptronic tech/customer service. I tried to join their forum yesterday and still do not have a confirmation email. Everything seem to move at a snail's pace on a chilly morning ...

It seems there is still a long row to hoe before all of the ins and outs of this engine management system will be fully understood.

 

correction in red

 

update?

 

turn out there are some manuals and such that get downloaded onto your C drive with the WARI software, but they all appear to be mainly generic installation and operation manuals except for the vehicle specific pin-out documentation in the Base Map folder

which the attached specific RX8 info was attached to the downloaded RX8 pin-out and doesn't appear to show when you view the pin-out documentation from the WARI software

https://www.rx8club.com/attachment.p...1&d=1401760326


Looking over the WARI software, inexperienced tuners be forewarned that a Cobb AP Racetuner looks like child's play compared to this option ...


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Team did you pick up a Adaptronic?

I have a select for my 7 and now I'm pinchin pennies here to pick up one for the 8.
We have several running them here in Florida and they love the $hit out if it.

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Already posted, Team... A meer page back.

Once you figure out the UI wari isn't that hard at all to navigate thru. You spend 90% of your time on the fuel map.

 

sorry man, I did look at that attachment, but must have failed to page down far enough.

given how easily people go astray with ATR I can see the deer in the headlights stares already ...

 

After talking with Andy Wyatt, we came to the conclusion that it was a faulty ECU. He has a brand new one in the mail at no cost to me, even though I didn't buy it new from him or any of his vendors.

Turblown may not be all that great, but I have to say Adaptronic as a company has been top notch thus far. I'll let you guys know how it goes when the new unit comes in.

 

Yes, recently placed an order with FFE. Plan is to run two ID1300 injectors in the P2 position wired for P1 operation. OE injectors in the other positions only as dummies to seal the holes. Fuel supply straight to the secondary rail only. On E85 NA the two ID1300s will handle idle to full rpm with no staging and plenty of duty overhead to spare. Flex sensor too, the ID1300s can handle full operating range on straight gasoline as well.

 

You have my attention, sir!!! PLEASE, if you don't mind, create a thread or post in this one the details of running the Adaptronic with your REW swap.

 

looks like someone finally bit the bullet!

 

Will follow. I might do this as well if it works out

 

Team won't u have to tie open the ssv as well.

 

I would hope not. He can either adjust the one map Cobb/MEP exposes or play with the triggering setup on the adaptronic.

Seems like tying it open is the worst of all options.

 

Not on a dedicated race car...

 

Even then I would opt for the simple x% throttle y RPM threshold.

 

Sorry I got the injectors confused. The secondays injectors only get airflow if the ssv is open.

It will be interesting to see how the e85 build goes

 

you're still confused, but maybe this will help you to understand

OE INJECTOR STAGING = P1 -> Sec -> P2

ADAPTRONIC STAGING = P1 -> P2 -> Sec

Adaptronic altered the staging sequence to allow the second set of staged injectors to operate independently from the SSV opening

however in my case the only pair of functioning injectors will be in the P2 position connected to the P1 wiring so it's a moot point (no injector staging at all, all fuel flow goes through the Primary ports)

I personally would never wire the SSV open under any circumstance