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How can i change the injectors staging.
I use stock injectors, but would like to see if I can program the system for the secondaries to come around at a 0 boost instead of 2. Something tells me that with that setting it may be safer to drive around without risking to overload the small primary injectors while running under the 0-2psi boost.
Do I make any sense? And yes i know, upgrading injectors solve the problem, but still... If this can be done, I want to know how.
How can i change the injectors staging.
I use stock injectors, but would like to see if I can program the system for the secondaries to come around at a 0 boost instead of 2. Something tells me that with that setting it may be safer to drive around without risking to overload the small primary injectors while running under the 0-2psi boost.
Do I make any sense? And yes i know, upgrading injectors solve the problem, but still... If this can be done, I want to know how.
First of all save your current setup as one of the mem_cal's. Now go into the setup screen 31 and change the "firing" from sequential&aux to sequential. Now go to the rev_stg and pick a rpm then map_stg (vac or psi) to bring the second bank of injectors online. Now adjust the %stage. Due to the small size of the factory injectors this should be set to ~75%-80%. Two years ago during the development of the Interceptor-X I found this traditional method of tuning to be less desirable than the alternative route I chose using the factory injectors. Your right BTW, if you were to swap in say our 650cc primary injectors this would give you more primary headroom and allow a smoother transition between stages. Regardless, BE CAREFUL WITH THE STOCK FUEL SYSTEM AND THIS STAGING. Both rpm & map criteria must be met before all 6 injectors are online, if one of your criteria are not met the Interceptor-X will do what you told it and will shut some of injectors off. Hope this helps and happy tuning,Scott
Last edited by MazsportScott; 12-07-2006 at 04:54 PM.
I am installing the upgrades for the injector kit and fuel pump with the standard greddy snail. If one exists, how do I get a generic map from you to run this setup with 91 or 93 at 9psi?
I am installing the upgrades for the injector kit and fuel pump with the standard greddy snail. If one exists, how do I get a generic map from you to run this setup with 91 or 93 at 9psi?
Send me your adaptor and I will load a dyno map for your configuration. This will allow you to install the fuel system, load the map and drive right away. Scott
Can I make a suggestion? When looking through the parts section on your site....it is so hard to find a section with something really in it....remove sections that dont have anything in there.
Can I make a suggestion? When looking through the parts section on your site....it is so hard to find a section with something really in it....remove sections that dont have anything in there.
Yes you may and I will pass this suggestion along to that department. They are working on our new site which should be up soon. thanks, Scott
Send me your adaptor and I will load a dyno map for your configuration. This will allow you to install the fuel system, load the map and drive right away. Scott
Selling these adaptors pre-loaded would be a pretty awesome idea.
Any progress on getting rid of the CEL issues with FI? That is important for those of us who have to go through emmissions inspections every year or two.
Any progress on getting rid of the CEL issues with FI? That is important for those of us who have to go through emmissions inspections every year or two.
Thanks!
Guys can we please keep the thread on the topic? Meaning like tuning and technical questions, or discussing real problems...
I am sure Scott will make an announcement as to when he conquers the damn CEL. Asking him for a status will not make him work faster, but only fills the tread with useless info. Remember He has a business to run, cars to tune, turbos to install...
As for inspections, it has already been discussed on other threads: you take the In-t X off get the waistgate open, and drive your stock pCM for a while. Then go and do the test. (Just stay the hell out of boost.)
If you use Int-X for NA it is even easier. Just take it off and drive stock for a while...
Well the topic is the Interceptor-X, which is pretty broad. I'd have to say the CEL issue with the Interceptor-X is within the scope of that topic.
True you can uninstall the Int-x and hold the wastegate open, which is not too complicated, but convenience is always nice. Else we may all be building and wiring our own EMS based on some forum member's DIY, for example.
Scott:
I must assume that you are talking to the mechanic that is working on getting my Interceptor x. Being so far away and having the time difference, I have not been able to find out from you what is going on. He and I have been trying to get a time on a dyno and am not having much luck. One of the dyno owners will not allow anyone other than him to use it and he will not work on a Rotary the other says he is too busy and has no free time until Feb. Unless you have a better idea I am going to have to remove the Interceptor x until I can take the time to go where there is a Mazda tuner as the car is not drivable as is. My mechanic tells me that you have been extremely helpful.
Unless you have a better idea I am going to have to remove the Interceptor x until I can take the time to go where there is a Mazda tuner as the car is not drivable as is. My mechanic tells me that you have been extremely helpful.
Where are you hooking up the vac line?
It MUST be hooked right into where the throttle body nipple is.
Before I had my turbo, when just installing the Int-x first time, I had the the Interceptor hooked to the vac lines from somewhere else.
What happened then was that the car would start, and idle (very poorly), but then when I try to give it some throttle, it would immediately choke and die.
I flooded my engine trying. Had to clean the plugs, and crank the **** out of it with plugs taken out, to get it cleaned.
The reason this happened was because I connected it after the check-valve that is installed on the stock vac line, which prevents the int-x from being able to read the pressure fluctuations properly.
If this is the same issues you are having, this might be your answer.
Good luck and don't get discouraged. Int-X is one of the best things that you can install on your car. Once it runs well you'll absolutely love it.
Phil, when I spoke with your tech. he had the vac. hose attached to (i think) the throttle body coolant nipples, he said there were two nipples that were capped off on the throttle body. When the engine was started it read 0 inches at idle and ran rich, he rerouted it and said it made a huge difference, I'm sure it did. The green and white check valve should not be installed in the vac. hose going to the Interceptor-X. Please double check that,Scott
Where are you hooking up the vac line?
It MUST be hooked right into where the throttle body nipple is.
Before I had my turbo, when just installing the Int-x first time, I had the the Interceptor hooked to the vac lines from somewhere else.
What happened then was that the car would start, and idle (very poorly), but then when I try to give it some throttle, it would immediately choke and die.
I flooded my engine trying. Had to clean the plugs, and crank the **** out of it with plugs taken out, to get it cleaned.
The reason this happened was because I connected it after the check-valve that is installed on the stock vac line, which prevents the int-x from being able to read the pressure fluctuations properly.
So having it connected to one of the nipples on the lower intake manifold (pass side) is a bad idea?
Phil, when I spoke with your tech. he had the vac. hose attached to (i think) the throttle body coolant nipples, he said there were two nipples that were capped off on the throttle body. When the engine was started it read 0 inches at idle and ran rich, he rerouted it and said it made a huge difference, I'm sure it did. The green and white check valve should not be installed in the vac. hose going to the Interceptor-X. Please double check that,Scott
Scott: He did double check but is getting a little paranoid so I'm calling a halt to this before we screw something up beyond repair. I contacted Guitarjunkie28 to find out where his shop is and try to make arrangements for him to install it. 300 miles to his shop is not bad but he tells me that occasionally he comes to Vegas to do some rotary work. I sure hate to wait that long but I'm not sure I have an alternative. Fronting a trip & expenses from FL is a little more that I want to spend. I tried spending a little time with the mechanic to see if I could attempt what he was doing - all Greek to me, Mechanically I understand but the computer thing is over my head. The mechanic did say that you were great with your customer service and tried to help.
Have you sold any more units in Vegas??? If you have maybe I can contact the buyers and we can work something out. Otherwise I will just have to wait for Dave to have other work in Vegas or tow the 8 down to him.
Phil
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Start every day with a smile and get it over with. ~W.C. Fields***black 266 whp AT with red on black interior, supercharged by Pettit, engine management by Cobb AP, engine tuning, rebuild and all mechanical by Black Halo Racing. Too many mods to list here. See my garage http://www.rx8club.com/vbgarage.php?do=view&id=12315
Just thought I'd add here that I moved my vac signal to behind the TB and it fixed my idle stumbling issue. It stumbles a bit still when getting going or driving slowly (as through a parking lot) but I think it's responded well to a little bit of fuel enrichment. I'm going to try a bit more and see how it goes.
When the engine was started it read 0 inches at idle and ran rich, he rerouted it and said it made a huge difference, I'm sure it did. The green and white check valve should not be installed in the vac. hose going to the Interceptor-X. Please double check that,Scott
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