I'm sure a few of you guys have noticed a lot of people are making the switch to the Adaptronic Brand ECU, but I wanted to make this thread here for those unaware of the brand, and why people are using them. Adaptronic has been making engine management systems out of Australia for over 9 years. The head engineer even owns a Time Attack Miata with a single turbo REW.
We've been installing and tuning their computers for about 3 year now, and the units are some of the easiest to use on the market. There are direct plug and play ECU(s) for Series 5/6/7/8 Rx-7, and Series 1 Rx-8. The Rx-7 units use the OEM connector, just like the PFC. The series 1 Rx-8 has a patch harness, and is used in conjuction with the OEM ECU( handles drive by wire, idle control, and communication with ABS, Dash, and Stability Control). The units come with a good base map, and when a wideband o2 is interfaced with the unit, there is adaptive closed loop feedback. There is also closed loop E85 software built in( requires a E85 sensor like Zeitronix).The computers use a USB port, so you don't have to buy any serial to usb adapters. They are also compatible with racepack dashes. We have posted a few you tube videos of rotaries in action with the ECUs installed on our facebook; https://www.facebook.com/Turblown
. Ric from RicShaw Racing uses one in his endurance race Rx-7, it does both 12 and 24 hour racing @ tracks like the Nuremberg ring, and Bathurst.
There are also 3 levels of wire in standalone s, that can be used for older rotaries, and full blown race cars. All harnesses are flying leads, and available in short or long looms.The top level 1280S has a built in oscilloscope, can drive a v12, or two drive by wire throttle bodies, amongst literally anything you can connect to it( flat shifting, traction control, etc etc). There are more specs listed on our website;
Adaptronic Engine Management | Standalone Engine Management Systems | ECU
The best part about this company is the customer service. The lead engineer will work direct with the end user to create a base map, or revise one if needed in a short time frame. Also if there is anything in the software that needs to be changed, or upgraded they will do it! In the event there is a hardware problem we can get a replacement unit to you in about a week.
Turblown will be handling all rotary sales, and TurboSource will be handling all piston engines.
Retail for the Series 5/6/7/8 Rx-7 is $1350, and Series 1 Rx-8 is $1439. The e420D basic wire in w/ the long harness( for older rotaries, and S4/S5) is $944.
You can download the software here to play with ;
The most popular unit the FD plug and play unit( also works for S5 T2 cars).
Here are a few reasons why people choose to upgrade from the PFC;
There is no need for a datalogit($300+ unit), the adaptronic uses a generic supplied USB cable to access every portion of the ECU for real time tuning( not a flash tune).
There is an internal 4 bar map sensor you can select if you wish, instead of paying $125 + to upgrade to a 3 bar with other computers.
You can switch on the fly between maps( 1 street, vs 1 track map etc). You will need to wire in an external switch for this.
This unit has closed loop tuning when parred with an external wideband. The PFC, and stock ECU only uses the OEM narrow-band to do closed loop tuning during cruise.
The Adpatronic can self tune itself all of the time, even in boost, and has a wide range of fine tune ability. The unit also does the same for idle control, and transient throttle( throttle response) The Adptronic has VE tuning, the PFC does not. VE tuning is what all new cars, and new ECU's use. You input the fuel injector size, engine size, injector dead band timing, and its a much easier, linear and faster way to a better tune. The injector staging between primary and secondaries is also automated, you never have to touch this. VE tuning when parred with closed loop AFR feedback gets rid of the need to re-tune when there are large ambient pressure or temperature changes. The Haltech PS1000 cannot do VE tuning on a rotary( unless you run all the injectors all the time, which you wouldn't want to do).
You can listen to knock through a set of regular headphones if you have the OEM knock sensor hooked up. This is a big plus when dyno tuning.
Data-logging function is a lot easier to use on the adaptronic, the PFC takes some practice and one has to be more familiar with the software to do so.
Although the ecu is setup for the stock sensors, you may request to unlock certain features to use any sensor you like; for example you may use a FFE Rx-8 style crank trigger, or use a GM TPS on an aftermarket intake manifold.
If you ever want to upgrade to individual coils like the AEM units, you can run each coil separately. You have to run wasted spark with the PFC. This drops coil output.
If you ever want to use E85, there is a closed loop tuning available. Just add a flex sensor like the Zeitronix( $225).
You can do a push to pass cockpit switch for track cars( temporarily increase boost when pushed). Requires an external switch which is sold separately.
This unit has a entire map for boost control. Add a $90 sensor and you have a electronic boost controller. You can do boost control based on transmission gearing( uses the OEM factory tranny sensors). All you need is a boost solenoid hooked to the ECU, and you can set max boost based on each gear. For example, 10 psi in 1st, and 2nd, then 15psi in 3rd, and 20psi in 4th/5th.
The ECU is compatible with most display dashes, like the RacePak.
This unit can cut the ignition in increments of 1% which gives you a gradual torque reduction for traction control, PFC doesn't have any sort of traction control.
You can do control the rev limiter, or overboost setting based on fuel cut, ignition cut or both.
This unit can control the factory OMP, factory twins in sequential or non-sequential and allows adjustment of ignition split( negative split capable also)
Modified Magazine is also running two features very soon on the units for both an Rx-7 and Rx-8.
Here is their Rx-7 in progress being tuned;