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I'm sure its better on the Modular. IIRC, on the Select unit I you can do individual injector trimming on Injector 1, 2, 3, and 4.
In my case:
Injector 1 and 2 is the P! injectors (front and rear).
Injector 3 is the P2 injector
Injector 4 is the Secondary injector
Makes sense since they bath fire the P2 and Secondary injectors.
So you really only have the ability to trim from front to rear on the P1 injector. If you only ran 4 injectors, you may be able to trim each individually....
I hate the way this site wont let you see the first post on a new page sometimes ...wtf is up with that ?
Thanks Stroker and Team . How much trim do you get on the map ?
Looking at buying one of these for my next project and have some questions .
1/ How much adjust-ability is there between injector banks for individual tuning for each rotor ?
2/ Does it use the stock maf for tuning an N/A or manifold pressure sensor ?
Brettus,
We have full control of the injectors and the injector staging and corrections between each side.
Hey Team, just checking in to see how things are going. Did you ever get your Adaptronic ECU up and running? I think you were an early customer like #1 or # 2?
been super busy at work and also been more focused on God in my life, which sadly it’s been sitting untouched since receiving the engine back in March
not sure what I was possibly thinking since I can’t even get that one completed, but I bought another RX8 to possibly build into a dedicated track car. Still have to go pick it up, that happened when the wuhoo flu hit and the seller has been holding it for me.
been meaning to contact Shawn; bought an S2 4-injector LIM and those also have a sensor to detect whether the APV barrels are in the open/close position, need to figure out the wiring and controls strategy for those sensors.
So I was one of the first to order one, but I waited on the final hardware version they still sell now. The earliest version or two didn’t have all the O2 sensor stuff it has now, seemed like maybe something else too, but can’t remember.
How’s your setup working out; feeling more comfortable with it now?
Yes, since I got a unit that hasn’t exhibited quirky behavior I have been much more comfortable with it. Still running great and glad I gave it another shot.
Yes, since I got a unit that hasn’t exhibited quirky behavior I have been much more comfortable with it. Still running great and glad I gave it another shot.
Just pulled the trigger on a flex fuel set up with Shawn.
Shawn was generous with his time answering my questions today.
Hope to get the adaptronic ecu etc. in 2-3 weeks.
Will keep everyone posted.
Perhaps a separate post on this would be in order.
Yes, since I got a unit that hasn’t exhibited quirky behavior I have been much more comfortable with it. Still running great and glad I gave it another shot.
Glad to hear this Slash!
Originally Posted by slash128
Not as good. I attribute it to different AFR calculations between the two.
Originally Posted by Brettus
If it's not working to get 14.7 in closed loop that would explain it . I'm not surprised that it can't match oem.
I notice my AEM standalone wideband reads .5 AFR richer than the Adaptronic consistently and it (the AEM) was always within plus/minus .2 compared to my stock Rx8 one before. I wish they were closer but at the same time I'm glad the Adaptronic is at least on the more safe side of things compared to the AEM and not vise-versa.
I notice my AEM standalone wideband reads .5 AFR richer than the Adaptronic consistently and it (the AEM) was always within plus/minus .2 compared to my stock Rx8 one before. I wish they were closer but at the same time I'm glad the Adaptronic is at least on the more safe side of things compared to the AEM and not vise-versa.
Thanks man! Your experience matches mine. Using an Innovate LC2 with the Adaptronic currently and my dash gauge reads 0.5 AFR richer than what is reported on the Adaptronic at idle. My dash gauge is really tight with OEM. I agree, at least it is on the safe side. Interestingly, when I tried the Adaptronic O2 module my dash gauge read 1.5 AFR richer than reported by the Adaptronic at idle. That was just too big of a gap.
Adding a bunch of sensors this weekend and wiring in the canbus cable for the Haltech stuff (at the moment only the Ic7 Dash, but adding a thermocouple module later on)
Just trying to figure out how to get canbus data from sensors as thermocouples, can be used as actual sensor data instead of just showing on a gauge in Eugene. I know how to tick the boxes for the channels, but I cant seem to get them listed as channel for the sensor itself.
You'll want to run MAP anyway even though MAF is easier to tune. Try blowing a coupler off at 100+ mph and you'll regret having to "meter" your air
This will be for an N/A engine so that wont happen. But I've had it happen on my turbo setup (although not 100mph) and all that happened was engine bogged and I had to pull over and fix it .
MAF is more complicated software. Look at all the crazy tables and think if you had to develop and populate all those cells. The ecu is also not intended for emissions and you probably wouldn’t like the price. However, think I understand where you’re coming from; in the end it’s just a matter of learning the MAP method just like when you learned the MAF method.
MAF is more complicated software. Look at all the crazy tables and think if you had to develop and populate all those cells. The ecu is also not intended for emissions and you probably wouldn’t like the price. However, think I understand where you’re coming from; in the end it’s just a matter of learning the MAP method just like when you learned the MAF method.
which you’re likely going to need the TPS method for what it seems like you’re planning to do.
.
Cheers .... Was just a thought . MAF tuning would appear to me to be much more accurate than MAP, especially for N/A, but not having tried MAP ...I wouldn't really know.
Hi,
I'm running an Adaptronic modular ecu in my (2006 4-port EUDM manual) RX8 and I noticed the ecu retarding my timing because of detected knock.
A bit strange because I'm using base map ignition timing that came with the ecu/can be found on the Adaptronic website.
No knock detected while idling, but once the rpm goes up it 'sees' knock and retards timing by 2-7 degrees. The knock sensor gives a reading of 0.100-0.300 while cruising, 0.400-0.600 while accelerating. No real peaks that stick out compared to the rest of the readings. I even turned off knock control off, with no real changes.. Am I missing something? Don't think it's really knocking because of the light loads on the engine and the relatively safe timing that comes with the base map. The readings stay pretty consistent as well. When I lift my foot off the throttle the knock readings are even higher than while cruising.
Constant speed, knock control on and timing getting retarded. Constant speed, knock control off and timing not getting retarded.
The OE sensors are known to cause false readings. Pretty good arguments have been made to not have them on a rotary engine in general, NA in particular.
