MBE 9A9 ECU & H2 Map
A proven motorsport ECU, supplied with our own Kawasaki H2 base map. The hardware is available from several places — the calibration that makes a supercharged H2 run properly in a car is what you are actually buying.
The Map Is the Product
The MBE 9A9 is a well-established motorsport ECU, supplied to us by MBE's UK distributor SBD Motorsport. It is capable hardware and it is not exclusive to us — several suppliers sell the same unit.
What is not widely available is a base map for a supercharged Kawasaki H2 running in a car. That is ours, developed on our own engines through the same work that produced our dry sump system, and it is the difference between an ECU that arrives ready to start your engine and a box of potential you then pay someone to unlock.
The pricing reflects that split. The MBE 9A9 is £1,850 +VAT and our H2 base map is £600 +VAT — £2,450 +VAT for an ECU that arrives configured for your engine.
Every unit is built to specification, so we need your full engine details at the point of order — variant, injectors, sensors, and what the car is being used for.
Why This ECU Suits the H2
Three capabilities matter more than the rest on this engine.
Fly-by-wire throttle control. The H2 is a ride-by-wire engine. An ECU that cannot properly drive and monitor an electronic throttle is not a candidate, whatever else it offers. This is the single most common reason budget standalone systems fail on this platform.
Eight sequential fuel drives. A four-cylinder needs four — but the 9A9 supports upper and lower injectors on a four-cylinder, which gives real headroom if fuelling demand grows beyond what a single set of injectors will deliver. On a forced-induction engine that is worth having in reserve.
Twin wideband lambda inputs. Closed-loop fuelling against a target lambda map is genuinely useful on a supercharged engine, where charge temperature and ambient conditions move the mixture around more than they would on a naturally aspirated one.
Core Capability
- Eight sequential fuel drives, saturated injectors
- Fly-by-wire (Egas) throttle control
- Twin wideband lambda inputs, closed-loop target lambda mapping
- Crank sensor and trigger wheel input — the original crank sensor can usually be retained
- Manifold pressure, barometric, air temperature and water temperature inputs
- High side and low side drivers — outputs driven directly or via relay
Motorsport Functions
- Launch control and traction control
- Gearbox control and power shift
- Pit lane limiter and rain light
- Shift light and combined warning system outputs
- Radiator fan, fuel pump, idle and electric water pump outputs
- Onboard data logging, histograms and CAN data stream
Specified Alongside the Loom
The ECU and the wiring loom should be specified together, not separately. Our looms are built to terminate correctly for your chosen ECU and to the distances in your car, which means the two arrive as a matched pair rather than as two components you then have to reconcile.
Three plug-in loom options tie directly to functions on this ECU. The wheel speed harness is what makes full traction control possible and launch control meaningful rather than nominal — without wheel speed data, both are working blind. The paddle shift harness pairs with the gearbox control and power shift functions, and the launch harness with launch control. Each plugs into a dedicated connector already on the engine harness, so they can be ordered with the loom or added later without splicing. Prices for all three are on the wiring loom page.
An Honest Note on Boost Control
The 9A9 carries turbo and anti-lag outputs, and they are genuine capabilities — but they have limited relevance here, and we would rather say so than let a spec list imply otherwise.
The H2 supercharger is mechanically driven from the crankshaft through a fixed step-up gear train. There is no wastegate and no boost controller in the turbocharged sense: boost is a function of engine speed and impeller gearing. Boost management on this engine is therefore a mapping exercise — ignition, fuelling and knock margin — rather than a control-valve exercise.
That matters most on the high-compression Z H2 and H2 SX engines, where the knock threshold sits closer than it does on the 8.5:1 Ninja H2. The calibration is where boost is managed, which is precisely why the map is the part of this package worth paying for. Our H2 engine reference explains that difference in full.
Software and Support
Calibration and setup use MBE's Easimap 6 software, connecting to the ECU via a USB/CAN interface. The software itself is a free download from MBE; the interface, mapping kits and formal technical support are supplied through SBD as UK distributor.
We supply the base map and can advise on running changes for your installation. If you intend to develop the calibration yourself, tell us at the point of order and we will make sure you have what you need to do that sensibly rather than starting from a locked position.
Specify Your System
Send us your engine variant, injector and sensor specification and how the car will be used. We will confirm the build and supply it mapped and ready to start.
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