I'm putting a 2005 M/T NA on the dyno next week. I'll do back to back dyno runs, though the STFT changes from the recalibration might play havoc with the results.
If its feasible, we will drive it around first.

 

I'll shout you a case of your fav. beer if you get any provable gains below 5k

 

I know there are significant torque gains everywhere.
Its not just about A/F.

 

Stock or will it have any breather mods?

 

Correct. This is going to be the normal uneasiness that comes with a new market. I remember you being there for the tuning of your vehicle so you were able to witness the various changes throughout the tuning process. I will do my best to educate the skeptics, but that is always difficult. Plain and simple, dynos don't lie, the dyno posted is a higher, average of power made on this vehicle, but these posts are not glory runs, they are averages. BTW, I went to MMP to get your 220+ WHP dyno graph, it is sitting on my desk waiting to be scanned on Monday. Be careful when you post that...some may say we faked that as well.
We have extensive experience with calibrating rotary engines, one of our calibrators worked at Rotary Performance for several years, I have been tuning rotaries for years as well; NA, FI, 13B, 20B, etc. We have no reason to doctor any dyno graphs and we do not practice tactics such as that. I am not trying to argue, I just want to make sure that the dyno graphs posted are understood as that...they are actual dyno graphs measured by a properly calibrated and maintained chassis dyno. I will do my best to respond as time allows.

Take care,
Christian.

 

I am not saying that it's doctored at all, so please dont get me wrong. This product is the best thing that has come out for our car since the begining. I have said that all along. It's just that I didnt understand how such gains could be had under 5,000 with the afr's being similar. If there are other changes that were done, thats fine, just eduecate us. We are all here to learn and to grow. I worked with the Int-x myself so maybe I didnt learn as much as I could have with that experience.

The reason why I posted all that to begin with is because we always hear about claims of greatness with various products, and then when someone gets their hands on it, it doesnt turn out to be all that it said it would be. I think that RX8 owners have grown tired of that and it's about time that a great product has been released.

We'll just have to wait for other dyno graphs to be posted.

I have a feeling I'll be purchasing mine soon enough.

 

For me the ability to use the stock PCM versus a far less flexible/capable piggyback system in a FI car sells this for me. This summer when I go FI it will most likely be with the AccessPORT as my car loves the idea of remote sexy time with MM.

 

will there be any packages available to purchase with the ap? exhaust, test pipe, etc?

can't wait!

 

I might be in over my head here, but I'm going to throw this in there anyway:

I had a Cobb AccessPORT for my WRX, and I absolutely loved it. It performed as advertised, and Cobb was always good with addressing the few concerns that I had. In my own first-hand experience, Cobb has shown itself to be a good company with good products, and they really stand by their stuff.

That said (and I know that a N/A RX-8 is a different animal than a WRX) when the AccessPORT was originally released, it didn't take long for the Subaru crowd to figure out that after reflashing the ECU with the AccessPORT, it would often take a few hundred miles for the Subie ECU to fully adjust, and settle in to the new programming. More often than not, people who reflash their Subaru with the AccessPORT report a better driving car right off the bat, but they usually say that the car didn't feel much faster. THEN, a week later, they come back grinning ear to ear.

Don't ask me for a technical explanation or justification for that, because I don't have one. I just know that it was a WELL KNOWN Subaru phenomenon replicated by TONS of AccessPORT users. Put a WRX on the dyno right after reflashing, and sure - you'll see gains over baseline, but go out and drive the car for a few hours or days (whatever), and dyno again, and you'll see better gains.

My point is, I don't know if the Mazda's ECU reacts like the Subie's when reflashed, but if it does, it could explain the differences in the dynos shown in this thread.
If I had a choice, I'd look at a baseline dyno of a stock car, and then a dyno taken a few days later, just to be sure that IF the Mazda ECU does in fact need time to adjust/learn (like the Subaru's) it has the time it needs.

 

well , i'll be the first to apologise if we see results consistent with your chart .
I'm sure we will all want to know exactly how you are doing it as well because we are used to seeing gains above 5000 but not below .

 

K&N Type II intake and Espilir exhaust with no CAT.

 

well if you go back to earlier my 214 RWHP graph, which was following me leaving the car at Cobb over last winter, it started making more power from 2500 rpm over the previous tune that wasn't OE

when I revised the intake and removed all the front perforated grills several months later (the grills were blocking air flow and causing the intake to starve) the AFRs went from low-mid 13s to high 14s, the rwhp went up to 222, and the midrange was much fatter, that's when we retuned the AFRs down to the low-mid 13s again in August at Cobb's MMP facility. RWHP was about the same with the lower AFR, the TQ dropped several ft/lbs at the peak

 

I agree, consistency in performance of the calibrations is key. Although every car will be different than the other so we will just have to wait and see. We focused heavily on the ignition separation and smoothing out the variable intake manifold transitions which appears to have worked well. Ultimately, this is the first release of our calibrations and we will be revising them as we can verify they are performing well. We can create calibrations that are super aggressive, but that would be careless IMO. A great feature of this system is it allows specialists like Mazda Maniac and others to develop their calibrations to suit their preferred, designed, and engineered systems. This will only benefit the end users, giving them multiple sources to work with so custom calibrations can be developed, if they choose so. Otherwise, you can simply run our calibrations that are proving to make safe power.

Christian.

 

Speaking of which, Jeff, did you look at the maps Cobb ships with and make use of anything they did (e.g; the manifold transitions)? Or did you start from scratch?

 

SO you would rather I intentionally skirted around emmissions laws then cost Mazda a couple hundred dollar cat? Hmm it seems to me the bigger crime to mankind is putting all those unfiltered hydrocarbons outhere.

Really, I simply don't wnat the attention of flames, or the lack of attention when my car smells like rotten eggs. If I also now don'thave to change my cat in and out every other year even better, thoguh I did JUST get tested, so I wouildn't have to worry about it for nearly 2 years.

 

We did do about 15 runs (not kidding!) on the dyno following the flash update, and power increased a little each time. In fact, the initial runs after the flash all produced lower power than stock before it steadily started to climb. I wouldn't be surprised at all if the next time I tossed the car on the dyno, it ended up with more power yet again.

 

You can just as easily remove the cat and install the high flow cat without intentionally damaging the old one and costing mazda money. The cat costs more than a few hundred dollars too.


Also, I have no reason to worry about running around without a cat. Race cars have none and they expel far more than my little car does. If my state ever considers emissions to be something that needs to be checked, then it'll enter my radar as something of concern.

 

Christian - any schedule for the stage 2 tune that was mentioned at one point for cars with high flow cats and cat back exhausts?

 

Yup. I would definitely get it on there again, if at all possible. I'd put money on seeing some gains over the last run, assuming the car has been driven since then.

 

BTW, I've been trying to post my cat converter info but the forum upload keeps failing. It's withing the stated PDF size limits stated so I'm not sure what's going on with this.

 

please do

 

Might be a problem soon if that enviromental movement thing going on in tallahassee gets any traction.

Talking about reinstating the emissions testing!

 

Here's the long awaited TeamRX8 220 rwhp Mustang dyno graph from Cobb Tuning.

The numbers are just a tad different than I remember seeing (221.7/143.6) on the readout, so I may have recalled an earlier readout or this wasn't the final run. We made quite a few runs that day, so I'm not sure ...

 

I'm so jealous...

 

nice!

are the people without your custom parts and perhaps just a race pipe and exhaust going to see numbers even close to these with the accessPort? Or will it depend on which map they use?



-KONIG