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Hello CL members! We would like to offer to you a special on Adaptronic ECU systems Plug and play system for the 2jz.




The Adaptronic Toyota Supra & Lexus Plug-In Select ECU presents manual 2JZ-GE/GTE engine owners the simplicity of a plug-in ECU while also providing the versatility and advanced features gained with a standalone engine management system. The Plug-In Select Loom utilizes the factory wire harness and sensors to reroute the sensor signal wires to connect to your choice of the Adaptronic 420d or 440 Universal Select ECU's. This unique design configuration eliminates the hassle of splicing wires or performing a complete custom install normally required with any of the standalone unit while retaining the reliability of the stock wiring configuration. Automatic owners require a wire-in E420D or E440D Select to be used a piggyback( full fuel and ignition control) with the OEM computer.

The functions you lose with the E420D, compared to the E440D, are:
1. No Flex Fuel Function.
2. No Adaptive Tuning Function.
3. No Traction Control


Automatic cars require a wire in model to be used in parallel with OEM ECU.
Wire in models available for SC400, GS300, IS300, etc



Features

• Multiple tuning modes including Volumetric Efficiency for accurate & easy tuning.
  
• Advanced Adaptive Fuel & Ignition Control including 100% configurable tolerances, loop gains, & conditions for automated AFR, IDLE, & Transient Throttle Control( Closed Loop Self Tuning)- E440D Model Only
  
• Flex Fuel Control for maintaining accurate injection rates utilizing real-time ethanol content monitoring. (Requires Flex Fuel Sensor.)- E440D Model Only
  
• Flex Fuel Control for maintaining accurate injection rates utilizing real-time ethanol content monitoring. (Requires Flex Fuel Sensor.)- E440D Model Only
  
• Internal 4 bar MAP sensor for engines running as high as 40 psi of boost.
  
• Dual MAP Switching capability for street & track vehicles!
  
• Integrated 3.5mm headphone jack for real-time listening to knock.
  
• Analog inputs for all common temperature sensors (Water, Air Temperature, EGT) as well as MAP, TPS, Knock, & Oxygen Sensors.
  
• Eight Auxiliary Outputs (four high current outputs & three PWM capable) for boost management, nitrous control, auxiliary injection, etc.
  
• Integrated Diagnostic LED's for easy visual confirmation of proper Trigger, Fuel Injection, & Ignition System operation.
  
• Four configurable digital inputs. (A/C operation, Power Steering engagement, Clutch/Neutral switching)
  
• Easy to use WARI tuning software with USB connection to PC's running Windows XP, Vista, 7, & 8.
  
• Easy Datalogging with no additional hardware/software.
  
• Dual closed-loop variable valve timing (VVT) channels.
  
• Compatible with factory CAS and ignition system
  
• Launch Control configuration.
  
• Traction configuration. E440D Model Only
  
• Excellent direct and community technical support.
  
• 12 Month Warranty

Connectors:
x1 Two-plug connector (same as Mazda NA6 and NA8 MX5/Miata)
x1 Mini USB port for connection to laptop
x2 2.5mm jacks for serial communications (one to connect to external loggers and dashes, the other to connector the Serial Output from the Innovative MTX-L Wideband- Requires Cable 3812)
x1 3.5mm headphone output (for listening to knock)

Physical:
Dimensions (including mounting tabs)- 142 x 142 x 33 (mm) 5.5 x 5.5 x 1.3 (inches)
Mass- 0.4 kg / .8 lbs
Looms available- 0.5m (1.6") long for connection to existing loom & 2.0m (6.5") long for wiring directly to engine.

Sensor Interfaces:

• Crank angle sensor types- Three programmable inputs, reluctor or hall-effect/optical, configurable as triggering ignition timing, injector drive, ignition timing during cranking, or cylinder 1 marker. Also capable of triggering off rising and/or falling edge on the same trigger input pin, internal pull-ups for hall-effect/optical trigger inputs
  
• Crank angle trigger waveforms- Sync / trigger / multitooth / missing tooth (versatile programmability), Nissan optical, Mitsubishi style with 2 sync pulses, Virtually all factory triggering systems.
  
• External Manifold Absolute Pressure (MAP) input- 0-5V, two-point linear calibration, range 0 to 400 kPa (5V supplied by ECU). There is also an internal 4 bar MAP sensor installed inside the ECU.
  
• Air, water, & aux temp inputs- 4k7 pull-up (requires separate thermistor connected to ground), 32-point linearly interpolated calibration, range -30° to 125°C
  
• Oxygen Sensor (O2) input- 0-1V factory narrowband, or Bosch "wideband" with input impedance of 10 MOhm. (Compatible with: 0-5V linearised sensor (eg PLX, M&W UEGO) to aux input, an 0-3V Zietronix sensor to analogue input, or a M&W UEGO, TechEdge, Innovate LC-1 and TC-4 on secondary serial port.)
  
• Knock input- High impedance input, bandpass filtered, with headphone output.
  
• Throttle position (TPS) input- 0-5V (5V supplied by ECU), 2-point calibration
  
• Auxiliary digital inputs- 4 inputs, each configurable as active-high or active-low, 12V tolerant inputs.

Actuator Interfaces:

• Number of injector drivers- 4
  
• Injector driver waveforms- Full sequential, Batch, Semi-sequential every period or semi-sequential every second period, Half/third/quarter speed full sequential, Fire all at once every cylinder 1 (as on Swift GTi, Alpine Renault), Optional batch fire during cranking.
  
• Injector driver current- Optional constant current or peak-hold drive, selectable steady-state current of 0.5A, 0.9A, 1.5A or 1.9A
  
• Number ignition outputs- 4 (using 4th channel disables aux output 1)
  
• Ignition output waveforms- Selectable as firing on rising edge or falling edge.
  
• Ignition output type- Open-collector with 560Ohm pull-up (allows direct connection to OEM transistor or separate igniter box).
  
• Number of auxiliary outputs- 8 (or 7 if using 4 ignition channels)
  
• High current outputs- Max current 7A (or 3A inductive), 3 of these PWM capable, PWM frequency selectable (23Hz - 2kHz)
  
• Low current outputs- Max current 200mA - suitable to drive relay coils

Control Characteristics:

• Map points- 512 cells per fuel/ignition map, dual maps which can be toggled with digital input.
  
• Load determination and Tuning Modes- Optional Volumetric Efficiency Tuning, TPS or MAP based, TPS using 2nd map as MAP backup, MAP using 2nd map as TPS backup, Both maps MAP or TPS, digital input to select, MAP and TPS map, digital input to select, MAP and TPS map, use MAP on closed throttle, otherwise TPS, Use max/min/average/sum (MAP, TPS), Read TPS from map and multiply by value in MAP table
  
• Injector pulse width resolution- 0.7µs (0 - 44ms)
  
• Ignition resolution- 0.2° (0 - 51°)
  
• Dwell time resolution- 0.1ms (0.1ms - 5ms) Dwell time reduction for high RPM with high dwell time.
  
• Accelerator pump- TPS and/or MAP based (configurable proportionality) as well as asynchronous accelerator pump. Works with TPS pot or switch - pot gives better performance.
  
• Fuel control strategies- Open loop, closed loop (requires EGO sensor) - can run open loop above a specific MAP if required, target AFR can be set across rev and load ranges.
  
• Fuel correction- Trim tables based on Coolant Temperature and Air Temperature, Dead-Time correction
  
• Ignition control strategies- Trim tables based on Coolant Temperature and Air Temperature
  
• Idle control strategies- Open loop values with a 32-entry temperature table, Target idle speeds with 32-entry temperature table, Idle effort correction for air temperature, Idle-up functionality based on A/C request, electrical loads, power steering.
  
• Main loop speed- 400Hz approx

E1280S is also available as a wire in model for those desiring the ultimate in performance. The major benefits are:
1. No dwell time limitation on direct fire ignition systems (still limited by factory ignitor though).
2. Fully sequential injection.
3. Completely flexible configuration. However there is no patch loom available so it will need to be wired in.

http://www.turbosource.com/Adaptroni...-20-e1280s.htm

The 1280 can run direct fire ignition with the channels overlapping if they need to (eg, using LS2 or Mercury coils).

The 440 / 420 with the patch harness can run direct fire, but only if the outputs don’t overlap (because of the way the ignition outputs are decoded). You can work out the max dwell as a function of RPM for this, eg 8000 RPM = 133 rev / sec = 400 ignition per sec, so max dwell time = 1000 ms / 400 = 2.5 ms.

The factory ignitor has the same limitation of the ignition outputs not being able to overlap.


The Tuff Tune Supra made about 700 hp at the wheels on standard coils with standard ignitor.


If you’re running aftermarket coils then it depends on what dwell time you need to run. If it’s LS2 coils that need say 4.5 ms, then you will have to wire them up yourself to the ECU’s ignition outputs and drive them wasted spark (each coil fires every 360 degrees). The LS2 coils are OK with this; that’s how we run them on 2-stroke engines like the 13B after all. Same with the Mercury coils; they specify max duty cycle of 40% which means 3 ms at 8000 RPM.

Feel free to pm us for any pricing on ECU's or tuning or give us a call 865-982-4109

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New week Bump!

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Happy Belated New Years TTT

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We have plenty in stock!

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Here is another video that Andy the founder of Adaptronic just released giving insight on what safety features the ECU has.

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Keep the orders coming in!

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Just got more of these units in stock for Spring!

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Great units!

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Plenty left in stock!

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