It's a little off topic, but important to know whether I should wait for the AP or not...
I know there is no compatibility yet for a 4port European Spec ECU (I hope this will change sometime soon).
My question is more related to the follwoing.
I have a Blitz Supercharger with 650cc primary injectors (from MazSport), a custom build liquid charge cooler and stock airbox, running with an Emanage Ultimate.
As the setup of the S/C has the maf BEFORE the blower, do I assume correctly that I have to reposition the MAF sensor after the blower (maybe even after the charge cooler)?
And if so, is there a limit (and if so which?) of how close to the cast intake manifold of the car?
Thank you in advance for your reply.

Regards,
George

 

As long as the S/C is not venting to atmo when not in boost, CRH is correct.
However, it is not uncommon for centrifugal S/C kits to vent to atmo instead of recirculating.

 

So boost doesn't matter anymore correct?
Can we definitely say that the mount of air compressed and injected to the engine is the same as the air volume that "crossed" the maf sensor before being compressed?

 

No, the S/C is recirculating the air to drop the pressure. It has an actuator and a recirculation pipe (about 1 to 1 1/2 inch in diameter).
The S/C is a lysholm type (i think it's a twin "bone" setup).

 

See picture below

 

And one other question....
Let's take the following example:
If the S/C at some point is pushing let's say 0.4 bar (around 6 psi) and the belt loosens, resulting in a loss of pressure and at some later point regains SUDDENLY it's normal boost (from let's say from 2 psi to 7 psi overboost), will the stock ECU still cope with the sudden increase ?
I am asking because in the past i had issues my S/C blowing instead of 5-6psi suddenly around 9-10, resulting in detonation..... :-)
I think it has to do with the right tension, but it happened 3-4 times in 2 months, 1 time going all the way to 14psi !

 

I think you guys will like this video.

http://youtube.com/watch?v=fCmbfVLIgTw

I show the car going into boost a few times, how it is to start up, and how close the afr's are to reality from the AP.

try holding the AP, a video camera, and steer while shifting and driving 90+ mph!




anyway, I hope that video showed how smooth the AP is with FI. There's no sudden lean or rich spot hitting the throttle. There's no "hump" going from 0 psi to 1 psi, there's no "wall", it just works. No mess, no fuss. The car feels like it came turbocharged from the factory.

cha ching!

 

Yeah no kidding. Great job btw!

I love how smooth you can get into boost, it almost looks N/A.

 

yeah, and it's way too rich once I get on it in the higher rpm / higher boost settings. I stand to gain 30+ whp easily just leaning that up. The afr is so rich I think if I didn't have the mazsport ignition the car would be bogging in that video quite a bit.

 

You sir need need a different belt drive setup, or a spring-loaded belt tensioner to cure the belt slippage. Is that a custom kit, or a mass produced one??

 

Boost matters, the same way vacuum matters, but not to us pathetic human beings. The allmighty ECU will simply log the A/F mixtures and adjust to the targeted values we give it via the AP.

 

Thanks. I figured ECU was the wrong term. That's why I described it as allmighty, seeing how we make our "proposals" to it and it does all the "deep" thinking.

 

i tend to use ecu and pcm interchangeably. Most people don't care. It's just some computer thing that does stuff.

 

If the fuel system is more than specification:
Front HO2s
Excess air suction in intake
Leaky exhaust
MAF sensor malfunction
Fuel line malfunction
Fuel line pump malfunction
Ignition malfunction
Insufficent compression
Fuel injector
PCM

then a DTC triggers P0171 Cel

 

hey jeff, wondering if you received my email. car is all ready to rock 'n roll

 

^ Nice video - I need Satan's Hair Dryer this year...

Logged 2nd and 3rd at WOT. My graph brain quit working, so I'm struggling with a nice output graph. Anybody want to help me? Send me an e-mail or pm and I will send you my .csv

Mainly saw 13 to 12 AFR with a spike that was lean in second gear around 7000 RPM of 14.8. It went from 13.2 at 6K to 13.4 at 8K in the same gear, but went lean at the 7K mark between those two. After the drive, sitting in my garage idling, the snap shot looked like this:

ShortTermFuelTrim1: -1.6 %
LongTermFuelTrim1: 3.1 %

I e-mailed the log.csv to Jeff. I'm running MM 2004 MT NA v1_0 currently.

 

Maps received Jeff, thanks!

Also, I figured out another good use for the anti-theft map: Initial startup after winter storage! No need to pull plug wires now to keep the engine from starting.

 

You haven't told us about full load at 8k plus.

I think you need to go to 1b

 

2nd WOT 8500 RPM was about 12.8
3rd WOT 8500 RPM was about 12.1

 

I have been working on the car for the last few days so I have not been keeping up on the threads. I will go back and read everything I missed but in the mean time...

Has anybody been having idle problems after a reflash?

 

idle is as smooth as a baby's butt once you drive it a bit.

initially after the flash it's a little sporadic as the car learns about what trims are needed to stabilize the idle.

 

im about to give up and go back to stock everything.....so ill be selling some things shortly including my ap........jeff ill delete your maps from the ap before i sell,....

 

Right now, I am a little scared to drive it with it smoking like it is. I was hoping to let it idle until it warms up and burns all the new off of everything.

 

flash or no flash, when the computer is reset, the trims need to be learned. So worse case, you rev it a little to make sure it doesn't stall. But I kinda doubt you will have too much problems.

 

Well the kit is supposed to work with 6MT (high power) and 4AT (low power) RX8 (JDM only), but I read that it does not work plug & play anyway...
So I took an Emanage, some bigger injectors (the factory primaries on the low power are big, but not big enough resulting to be used at 99% at 3.9k rpm !!).
I changed the last part of the kit (after the blower) in order to include a charge cooler.
First I tried an air/air intercooler, but it didn't work.
What I experienced is that with anything after the maf acting as a veeery long intake plenum, the car struggled to keep it's idle and revving it above 3-4k rpm and letting go the throttle resulted in the car dying.
So I changed that to a liquid charge cooler right after the blower, to keep the overall length of the intake as much as possible close to stock length.
I believe (from what i have seen so far) that Pettit's setup is MUCH better in that it has the charge cooler virtually sitting on the blower.
The gains I have are not bad....I haven't dynoed it yet, but I am faster than a stock 6MT (high power, dynoed at 220hp) about 1 carlength. I figure that I must have around maybe 10hp more than stock high power, which means 230 from 180 before (but all these are only guesses).
I plan to go to the dyno soon to have some measurement. In the meantime I am looking forward to hear from Jeff that there might be a European version of the AP available some time (soon???) :-)
As for the belt, I will search if I can implement a spring loaded tensioner into the design which might fix the slipping issues.
Thanks for all your replies so far!
And sorry for the off-topic (regarding the S/C details).