Adaptronic 420D plug and play Suzuki Swift GTI G13B

€ 738,87

This Adaptronic 420 ECU is a wire in solution for those looking for an entry level premium engine management system with many extra features that make it stand out from the rest. Standard Features

  • Compatible with most engine types (use our selection guide)

  • 4 ignition and 4 injector outputs, fully sequential operation

  • 7 or 8 auxiliary outputs with more control functions than you can point a stick at (eg 2 x closed loop VVT, boost control, idle control)

  • Launch control, antilag, flat shift and boost by gear all standard

  • Serial input for wideband O2 sensors (we recommend the MTXL)

  • Serial output for communication with dashes and dataloggers (we recommend the Race Technology units)

  • Inbuilt 4-bar MAP sensor

  • Headphone port for listening to the knock sensor while tuning

  • Basic closed loop ignition control

  • Closed loop fuel, idle, boost, 2 x variable valve timing control

  • Easy to use software

  • 4 programmable digital inputs

  • Dual maps

Specifications of the Adaptronic 420 ECU


2-plug connector (same as Mazda NA6 and NA8 MX5/Miata)
Mini USB port for connection to laptop
2x 2.5mm jacks for serial communications (one to connect to external loggers and dashes, the other to connector to slave devices such as wideband oxygen sensor controllers)
3.5mm headphone jack for listening to knock

Physical Dimensions (mm)

142 x 142 x 33 mm (including mounting tabs)


0.4 kg

Looms available

0.5m long (for connection to existing loom)

2.0m long (for wiring directly to engine)

Sensor Interfaces

Crank angle sensor type

3 programmable inputs, reluctor or hall-effect/optical, configurable as triggering ignition timing, injector drive, ignition timing during cranking, or cylinder 1 marker.

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, 2-point linear calibration, range 0 to 400 kPa (5V supplied by ECU)

There is also an internal 4 bar MAP sensor inside the ECU

Air, water and aux temp inputs

4k7 pull-up (requires separate thermistor connected to ground), 32-point linearly interpolated calibration, range -30 to 125°C

EGO input

0 – 1V factory narrowband, or Bosch “wideband” – input impedance 10 MOhm.

Can connect 0-5V linearised sensor (eg PLX, M&W UEGO) to aux input

Can connect 0-3V Zietronix sensor to analogue input

Can connect M&W UEGO, TechEdge, Innovate LC-1 and TC-4 on secondary serial port

Knock input

High impedance input, filtered

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


Injector driver waveforms

Full sequential


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