This was sent in by Joris and Daan Aufenacker in Belgium. We understand that the Adaptronic is running in a piggy back mode to allow the factory ECU to operate the fly-by-wire system.

ECU config file

NA Mazda MX-5, B6 DOHC

This vehicle is another Adaptronic test vehicle. The engine is the standard Australian delivered B6 DOHC engine. This ECU configuration is for a completely stock MX5.

This dyno plot shows the factory ECU performance compared to the Adaptronic on a completely unmodified engine.

ECU Config file for stock Mazda MX5 1.6L NA (note: this tune has lots of ignition timing; really only suitable for engines running high octane fuel)

More complete report on implementation details, including busting of the Jap-spec ECU 26/03/2006 7:52:27 PMvs Aus-spec ECU myth.

Suzuki Mightyboy, Cappuccino Engine

This vehicle is a tiny Mightyboy, with the 660cc DOHC turbo engine from a Suzuki Cappuccino. Its boost has been raised to approximately 17 psi. It was tuned by Andy Wyatt at the Dumar Auto Technics dyno in Berowra. The original distributor and hall effect pickup were used. A 3 bar MAP sensor was added, and a Toyota Corolla igniter drives the single ignition coil.

ECU config file

Nissan GTiR

This Nissan GTiR Pulsar was mostly standard, including the injectors and the top mount intercooler. A bleed valve was the only addition to the engine. The dyno tune was completed by Andy Wyatt at TM Motorsports, at Tuggerah on the Central Coast.

ECU config file

CE Lancer, 1.8L SOHC (4G92)

This configuration was tested on the Australian delivered CE Lancer 1.8L. The engine had some work done to it in terms of compression and a different camshaft, however the triggering system and wiring diagram are provided here for people to be able to install the ECU onto this type of vehicle. The mechanical work was performed by Dumar Auto Technics in Berowra.

ECU config file

Mk1 Swift GTi, G13B Turbo ("Puss On Boost")

This car is a Mk1 Swift GTi with a Mk2 turbocharged engine. The conversion was performed by TX Motorsports in Toronto (near Newcastle, NSW, Australia, not the Canadian city). The car originally ran the factory ECU with a rising rate fuel pressure regulator, and a 14.315 at Drag Combat. It had 88kW at the wheels.

The Adaptronic 420 ECU was put on, along with 400cc/minute injectors (ex Mazda 626 Turbo), an ECU-controlled bleed valve to control the boost spike, and the Mk2 distributor (to allow the ECU to control the ignition timing).

ECU file

This car ran a 13.8 second quarter mile at the Fast Fours Jamboree, 2005.

VL Commodore, RB20DET

This was the first test of the Adaptronic on a 6-cylinder engine. The RB20DET is a 2.0L DOHC turbo engine made by Nissan; it was released in the Skyline vehicle series. This application runs 1 bar of boost (sensed by a 3 bar MAP sensor) with standard injectors and fuel pressure. The ignition is running in a wasted spark configuration and the injectors are run in a semi-sequential format (3 banks of 3 injectors).

The engine was street tuned using a 4-wire Bosch wideband sensor (mounted on the turbine dump pipe), and will be dyno-tuned shortly.

The ECU config file is here, however no installation manual/wiring diagram has yet been prepared.

An initial dyno run can be seen on the left (click for larger image)
Dyno plot with Adaptronic ECU (1 bar boost, removed airflow meter):

Mazda 121 DB, B3 SOHC

The first test of the Adaptronic was an unmodified engine (1.3L, 16-valve) on a Mazda 121 DB (bubble). The engine is rated at 47kW. The factory ECU measured 43kW (at the wheels), whereas the self-tuned Adaptronic measured 41kW at the wheels. The difference was likely due to the fact that the Adaptronic was using the narrow-band EGO sensor, and therefore could only tune for stoichiometry, rather than full power. (note: latest firmware allows open-loop operation at wide-open throttle to allow this).

Nissan Silvia S13, CA18DET

This vehicle is an S13 Nissan Silvia, running a CA18DET engine. The head has been replaced with a "race head" from Japan, with 272 degree camshafts, enlarged valves and a thorough port and polish. The turbocharger has been replaced with a Trust TD05 unit with a custom manifold and external wastegate. The injectors have been replaced with 700cc/min devices, and a Malpassi fuel pressure regulator and Walbro fuel pump have been fitted. All the standard wiring and sensors were retained, with the exception of the ignition outputs being wired in a wasted spark configuration at the ECU (the original igniter and coils were used) and the addition of a 3-bar MAP sensor. The ECU was tuned on the street, with final tuning of the high boost conditions being done at Redcliffe Dyno. A final power figure of 341hp (255kW) was obtained, running just under 1 bar of boost. We hope to see some track times soon.

The full implementation notes, ECU file, wiring diagram and evaluation report can be read here.

Mazda MX-5, B6 DOHC + Turbo

This ECU installation was on a turbocharged MX5. This vehicle had a GReddy turbo kit fitted running a GT25 at 7psi of boost, which includes a black box to spoof the water temperature sense line to the factory ECU to enrich the mixture. This kit also requires the retardation of the ignition by about 10 degrees from standard to avoid pinging on boost. This vehicle is clearly a candidate for aftermarket management! The ECU was fitted, using the standard coils, cam angle sensor and injectors. The only extra wiring that had to be done was to the MAP sensor and the fuel pump relay line (originally, the fuel pump was activated by a switch in the airflow meter). Using the standard injectors, the vehicle was street tuned, achieving an immense gain in midrange torque compared to the previous system. Larger injectors will be required for any increase in boost or addition of an intercooler.

The full implementation notes, ECU file, wiring diagram and evaluation report can be read here.

This vehicle was dyno-tuned at Redcliffe Dyno.

Honda Integra, B18A

This ECU installation and tune was done as a baseline measurement before the major modifications take place. It was done on a completely stock standard engine. All factory sensors and actuators were retained. Note below in the dyno chart just how well tuned these engines are from the factory; this result was obtained after tuning the Adaptronic for maximum power on a dyno, and then plugging in the factory ECU.

Implementation Notes

Mitsubish Lancer 4G15 DOHC Turbo

The 4G15 engine, as released in Australia in the CE Lancer/Mirage, was the 12-valve SOHC version of the engine. The first modification was the replacement of the SOHC engine with the DOHC engine.

ECU file for standard 4G15 DOHC Engine with 3-bar MAP and standard injectors

ECU file for the 4G15 DOHC Engine with 3-bar MAP, 390cc injectors, Turbo and Turbosmart fuel pressure regulator

Mitsubishi Lancer, 4G15 DOHC Take 2

This is another CE Lancer with the 4G15 DOHC conversion. It also has a 3-bar MAP sensor, however it has Toyota 7MGE injectors and an adjustable fuel pressure regulator. This vehicle has been street tuned only with the NA format, however a forged bottom end and a 1 bar turbo conversion are both in the pipeline. This installation also used the standard static timing and idle speed setting (which were not known on the other 4G15s, as they were not running with the factory ECU), as well as having air conditioning hooked up, so this wiring diagram shows more detail.

Stay tuned for updates on this project!

ECU Configuration file and Wiring Diagram 4G15 DOHC Engine with 3-bar MAP sensor, and 7MGE injectors

Mazda 121 DB, B5 DOHC

This installation involved a B5 (1.5L) DOHC engine conversion in a Mazda 121 DB. The engine was rated at 65kW. With the Adaptronic, 61kW at the wheels was obtained. This represents an improvement over stock (1.3L) of 40% in terms of power. Comparisons with the Mazda ECU could not be made as the original ECU could not be obtained. This engine has been run both with a conventional distributor (as standard on the engine) and with a wasted spark (no distributor) system.

Mini Minor, G13B (ex Cultus)

This Mini Minor has been fitted with a G13B from a Japanese Suzuki Cultus (similar to the Swift GTi released in Australia, however with a higher redline, 4WD drivetrain and more power). It runs a Swift GTi gearbox and an Adaptronic ECU. As with the Suzuki Swift below, all the factory sensors were retained except for the airflow meter. Additionally, a 1-bar MAP sensor was added. The car is yet to be dyno tuned.

As well as the uncommon cam angle sensor configuration (teeth at 91°, 61° and 6° BTDC), the G13B engine has all injectors wired in parallel, and fires them every two crank revolutions. This would normally mean that on the first throttle application, there may be several induction strokes before the next fuel pulse, leading to a hesitation. However the Adaptronic has an asynchronous accelerator pump (as does the factory Suzuki ECU) to mitigate against this and provide decent throttle response, even without sequential injection.

ECU file

Turbo Mitsubishi Mirage, 4G15

The standard 4G15 engine has been fitted with a GT28 turbocharger, a large front-mount intercooler and 400 cc/min injectors. Needless to say, the factory ECU was not up to the job. The Adaptronic was fitted, retaining all factory sensors except for a MAP sensor which was replaced by a 2-bar item. The injectors aren't running fully sequential injection due to difficulties in the factory cam angle sensor, however later firmware revisions will solve this. All other actuators such as idle speed, thermofan and purge valve are controlled by the ECU.

After doing a basic street tune, the car was dyno tuned at MRT Performance, developing 107kW at 10 psi of boost. The fuel tuning was done using the adaptive mode of the ECU, using a M&W LSU4 tail-pipe probe to obtain wideband AFR readings.

Power run video, showing live plot on dyno screen

Revving the car in the dyno cell

Suzuki Swift GTi, G13B

The Adaptronic ECU has been fitted to a Suzuki Swift GTi G13B. The factory air flow meter had been damaged, so with the installation of the Adaptronic ECU a 1Bar Delco MAP sensor was put in place instead of replacing the AFM. The factory trigger wheel has been used with the Adaptronic which will allow the standard computer to be reinstalled if needed and to also give an easier installation of the new ECU. The only sensor that was replaced was the AFM (replaced by a MAP sensor) otherwise all of the standard sensors are still in place. The injectors were still configured in the factory batch-style connection.

For more information on the installation download the zip file here

KE25 Corolla, 4AGE

This installation involved replacing a competitor's ECU with the Adaptronic. This was the first test of the Adaptronic on a customer's car. The standard crank-angle sensor was used, however a MAP sensor from a VN Commodore was installed, as it was a 4-wire "wideband" Bosch oxygen sensor. The car runs fully sequential injection, with a single igniter/ignition coil/distributor configuration.

Formula SAE Vehicle, CBR600F4

The Formula SAE competition is run yearly in various countries around the world. The University of Sydney has entered a team every year since 2001. Adaptronic sponsored the 2004 USyd Team. Previously, the team has used a competitor's ECU, however this year the team will be using the Adaptronic. To gain familiarity with the unit, the Adaptronic was firstly retro-fitted to the 2003 car. It subsequently ran the 2004 vehicle.

The Adaptronic is the only aftermarket ECU which will allow triggering of the original Honda sensor, simplifying installation and improving system reliability. The engine runs sequential injection and wasted spark, direct fire ignition. A throttle position sensor is used to determine the load requirement on the engine, and as per usual in a race car, the ECU is run in open loop mode.

The engine was fully dyno tuned at MRT Performance (another sponsor of the team) and since then, the car has been put through a vast amount of testing and driver training at Oran Park (another team sponsor).

• Video 1 (first track day, no audio, MPEG format, 25 sec, 2.1 MB)
• Video 2 (first track day, no audio, MPEG format, 26 sec, 2.2 MB)
• Skid pan (more recent track day, AVI format, 28 sec, 4.5 MB)
• Accel 1 (more recent track day, AVI format, 14 sec, 2.2 MB)
• Accel 2 (more recent track day, AVI format, 7 sec, 1.1 MB)

E15ET Engine (N12 Nissan Pulsar Sedan)

This installation involved retrofitting the E15ET engine (ex - ET Pulsar) into an N12 Pulsar sedan. The original crank angle sensor/distributor/ignition coil system is used. Because the Adaptronic uses a MAP sensor rather than an airflow sensor, much of the OEM inlet piping can be removed, greatly reducing inlet temperatures and turbo spool time.

Nissan GTiR Pulsar

The installation and dyno tune were performed by Andy Wyatt of Adaptronic

Honda Prelude 99 VTiR

The installation was performed by Nick Ray and Andy Wyatt of Adaptronic.

Holden VP Commodore

This was a VP Commodore V8, converted to a rally car.

The installation was performed by Nick Ray and Andy Wyatt of Adaptronic.