The '04s are far less sensitive than the '05s and up.

That said, the DTC masking is working on the AccessPORT now, so anyone that gets an update from me will have no CELs. (Fingers crossed!)

 

do i need a new map? or does mine have it already? I guess it doesn't matter much since the chance of the cel popping up was slim to begin with.

 

I actually just remembered yesterday that I did that airbox "mod" a few years back where you remove the baffles inside the airbox... I might log some data tomorrow and then put the baffles back in and see how the maf readings compare.

 

No. I was using the new software when we did your adjustment on Sunday.

 

if you all are refering tot he picture!

ITS A GOOD ONE! its one thing i always enjoy seeing haha makes this site a little more exciting

 

HEY MM I got a quick question..

my STFT is at -6
and STFT is at -0

when im crusing its at like 14.7

under WOT in lower RPMS its 14.1

once RPMS HIT 5.5K it goes to 12.1-13.1 all the way to redline

but when its not WOT and its just crusing in those high RPM its running at 11.1


and another thing concerning me is that when im at idle and i rev it up at about 6.5RPM it makes weird poping noises like backfire POP POP POP and the AFR is at 11.1 and after it hits 7K RPM it stops adn the AFR go to 12.1

is that normal?

 

Sounds like your closed-loop midrange is too rich.
Which calibration are you running and for how long?

 

im running MT NA v1_5b.PTM

ive been on it for about 4 gas tanks which is about.... two weeks

 

Send your calibration attached to an e-mail to ap@mazdamaniac with a description like the one you included here.

 

Has been sent

o5rx8mazda@aim.com

 

oooops i didnt attatch the calibration let me re send it

 

hmm its not sending it says ap@mazdamaniac is not a email address

 

Mazdamaniac.COM


S

 

nevermind it sent

 

It wasnt sending because I failed to notice that is had a "," at the end haha

 

Wow, I finished reading it all.

Going to see a man about a car tomorrow or Sunday.

 

Okay, had the night to sleep on this stuff. I'm seeing clues to a couple things I've wondered about. Lots of questions for Jeff.

Topic 1: Fuel injector variation.
I've wondered a lot about car to car variation in output. I've heard a Mazda engineer admit to about 8hp in new, properly broken-in cars; he attributes the 18-ish hp range you see on the internet to dyno procedure variation.

Earlier in the thread, you talk about injector variation, giving an example of a 290cc injector ranging from 276 to 312, if I remember right. We could expect the PCM to account for this variation in closed-loop operation. Does it learn around this with the LTFT? Does it operate open-loop or closed-loop at WOT? If it operates open-loop, and doesn't learn out the injector variation, then the variation in cars might be injectors. Lower-flowing injectors = faster car?

And just for my own understanding: The initial STFT check has been described as dialing in for a MAF calibration. Is it just that, or is it really the relationship between MAF cal and injector flow?

Does the PCM figure out variation in injector capacity between front and rear rotors? Would there be benefit in sorting/blueprinting injectors to make sure the pairs are matched? If all the injectors on a car were flowed, would you be able to dial in the maps to better accommodate the variations?


Topic 2: Cruise economy.
My buddy who had an RX-8 for awhile said his gf got about 10% better fuel economy driving up I-5 than he did. There is discussion that AF ratios drop in highway cruise around 4200 rpm, due to the PCM transitioning to open-loop operation. Calculating the gearing, that makes the transition around 85 mph. I suspect that my buddy just drove a little deeper into that than his gf did. Could this function safely be delayed in the high-gear maps to clear 90 mph in 6th with optimized fuel economy? Would that really make a difference? Does anyone run EGTs to know what would be happening to the cat? What % throttle is required to run 90 mph on straight level road?

I look forward to learning more when you get a chance, and appreciate what you're doing for the community.

 

In open-loop, the LTFT goes right out the window. That is why people are seeing entirely different AFRs at WOT on the same calibration.


It is the latter. The PCM looks to set the lambda to a particular value based on the MAF. If that value is different, it attemps to change it via STFT. So, I adjust the MAF curve until the output equals the lambda target. This indicates the proper MAF calibration.

No. That would be awesome.


Yes and yes.


If you do a search for "CAT-protection", you will find some answers on that.
In essence, I simply turn this feature off.


Its getting cooked.

That depends on a lot of different things.
The above cruise economy situation is not based on throttle position directly.

 

Got it:

https://www.rx8club.com/showpost.php...1&postcount=10

So the long-run choice is between

1. spend a ton of money on gas
2. buy new stock cats with regularity
3. buy a ~$1000 Euro race cat that will live forever
4. have TeamRX8 impound and crush your car because you are going catless (Which I support. I like to breathe and see the mountains - in both directions.)

I wonder if #1, #2 or #3 would come out cheapest?

If someone wanted to go that way, would you issue a flash that offered all the other benefits but retained the cat protection strategy for cruising?

 

Just curious
With all the things the AccessPort and tuning software can see and do, Is it possible to display oil pressure or indicate oil level?
If possible could that be the first thing that is displayed as an opening screen? It would make sence for a rotary

Possible?

 

Nope.

 

Bit wordy don't ya think

 

nope just a direct answer with no BS.

 

You need a sensor at the other end to read and we don't have one.

 

Yeah, he used two extra letters and punctuation. What a waste of bits.