Scott...are you controlling the Intake tract or changing the injector staging......what caused the dip at 7800ish on the interceptor plot??

 

The VDIE activation causes the dip, which BTW is a user definable feature of the Interceptor-X. During testing I had the event occuring as low as 6500 and as high as 8500. For the sceptics, during testing I did set it to activate at 9500rpm (above test rpm and rev-cut), It really does make a difference up top. By changing the rpm at which it occurs and then tuning for the event you will notice our "recovery" occured much quicker than stock.

 

Can you control the APV as well....The same mass flow as NA from the boost would occur at a lower RPM...and you would think that it would be better to open it sooner?
The SSV opening would probably be before boost as it is??

Any comments on what you tried....

 

I think Scott did a great job with this. I wonder why Vishnu didn't have such luck. There's also more power to be had once you cross above 13.0:1. Scott's tuning is more conservative, but despite that, you could still see some nice gains in the mid range. As for VDI, when you said "It really does make a difference up top," did you mean by remaining it closed or by changing the RPM at which it opens?

 

Actually we were testing APV control months ago, you cannot control it without a plug in board we are working on. You will be able to control it based on RPM,vac./boost or a combination of both. The units are prewired for it and the board will be available in late Jan.

 

Take the data points Scott inlcude on the second graph and use TQ = HP*5252/RPM

 

Changing the RPM the event occurs to match the improved flow of the bolt-on's. Then making real timing and fuel changes to compensate for the instant/drastic changes in airflow. I have said it before, bolt on's are just bolt on's without accurate engine management. Sure they help but when you can tune an engine to make the most of them, then you really have somthing. Swoop has a strong RX-8 with the midpipe, Revi and catback no doubt. But once it's tuned the useable power is much better!

 

looks like mazda dit make a 247 hp capable rx-8, 247- 17% = 205 rwhp

dam CAT

GREAT WORK SCOTT!!!!!!!!

now Ill love to see a car with every bolt on avalible be tune (flywheel, pullies, header, intake, etc) not to mention a street ported one

 

After reading this whole post and looking at the results they are exactly what I thought they would be. It gives you useable power, and gives a good base for continous moding of the car. I think Scott did a great job of this product. I will try to see swoopes car and look first hand at the difference. But it looks like this may have to be done to mine as well.

 

I'm looking at it carefully and it's pretty easy to see my friend's assessment of about 10? hp over the last 1/3 of the powerband, on average, is pretty darn close.

(shrug).

 

It is nice to see some results that can be good for real world driving, and hopefully more reliable than the CZ Unit. But I can't be the only one who thinks $1600 is waaayyyy too much for this unit

 

I think you are right Broker, for an average of 10hp across the board, $1600 is way too much. Now if you are planning to do some big things like Turbo or whatnot then it would be perfect for that. Just seems to be a little much per hp cost.

 

again - it's not 10hp across the board...it's 10hp from about 100mph (in whatever gear he was in) and up. Averaged over 9000 rpm, figure 3-4? Hp average.

 

That unfortunately that makes it even worse of a per hp cost.

 

Has anyone noticed that the hp is to the left of the graph and the marks indicate 5rwhp per mark? If you look at 7000rpm the gain is about 20 rwhp. Scott

 

Lets put it all this way. You can get this inteceptor for $1600 and gain 10 hp across the board and a peak hp of about 22 hp.

OR

You could go buy the following:

Intake approx $400
Exhaust approx $600
Midpipe approx $300

You would spend roughly 1300 just on the "common" bolt ons and you would see about 10 -15 hp max.

The inteceptor is worth what they are selling it for, it is proven to produce power in NA and FI form. The only difference is you have to dish out the $$ all at once not a few hundred here and there. Leave them alone about the price, if you dont like it then go design your own and sell it.

Like I said before nice product Scott.

 

ok,
i just took the time to blow up and print the dyno. took all of 5 min.

here is what i see.

~5800rpm = 10hp
~6500rpm =15hp
~7000rpm to 7400rpm = 20 to 22
~7500rpm to 8500rpm = 10
~8500rpm to 9000rpm = 5

i dont know but i spend a whole lot more time in the 5500rpm to 7500rpm range than 8500 to 9500.

and it drives real smooth.

scott why the big difference in afr between 3000rpm and ~4300rpm????

beers

 

you forgot about all the power a body kit can add!!!!!
looks fast, must be. oooooooohhhhh

beers

 

And the stickers!!!! Each sticker is at least 20 hp...

 

Except it's NOT 10HP across the board (throughout the RPM range.) It's about 10hp, average from 6000-Redline. Or, about the last 1/3 of the RPM Range. Across the board would mean a 10hp gain at 1000, 1100, 1200, etc. all the way up. A 10hp Average gain across the board means a LOT more white space between the two plots.

"22hp at 'one' specific RPM is about as useless as 'peak' power gains. "

I'm not knocking the product, or the effort involved - I'm just typing what I read from that dyno plot. Sizable white space there between the two plots, on the upper 1/3. I'm sure the car feels noticably faster.

 

^^ I feel the same way, dmp.

Great product, they will get the money for it, since Scott is the only one really doing this.
It's just if you break it down it really isn't worth it unless you go FI with this too.

 

like I said already...i think i speak for alot of the owners when I say this is a stepping stone to greater things. one guy asked why it wasn't tested on a stock rx-8..why would you want to do that? no one is going to spend $1800 on 22hp and then leave it at that. this product is a must for anyone that's serious about this game.

in fact i'll buy anyone a beer that can get the same power under the same dyno conditions with only regular bolt ons...even against a stock rx-8 with only the interceptor.

(sorry, local pickup only...it's illegal to ship alcohol unless you're the manufacturer lol)

 

dmp, you could push the envelope more if you want to. Looks like Scott targeted 13.0 AFR. That's a safe tune for good power gains and long engine life. I'm sure if you wanted to tweak it leaner on 91 octane to 13.5, you might pick up a few more ponies - not really sure because I don't have one yet to play with But he did go above 200 with that lean spike just past 8000.

But, for anyone like me who is mod crazy, then this is a sure bet. People that drop money like I have know it. I have had about as much as I can take of my CZ unit. It was fun, learned a hell of a lot. But it is time for me to move on. I want to extract the most usable power out of all my bolt on mods to date. I have one more, and that is a header - but I'm not really sure if that will ever happen.

 

^ I'm with you there Nem. CZ was great, but seeing the features and capabilities of the Interceptor-X makes my CZ, well, old news. It's time to move on to better tuning.

BTW, unlike other bolt-ons like intake and headers, the ECU mod is one thing you can keep whether going N/A or FI. Other parts, you have to sacrifice when switching to the dark side of FI. It can evolve with your modifications too, which is the best part.

 

Not only 'unlike' any other bolt-ons but, like Scott mentioned, this controller may actually enable you to properly utilize those bolt-ons. For example, why would you want to open up the intake to suck more air if the MAF and whatnot are going to freak out about the excess air and send you back home limping? Even though I am not fond of not using the MAF sensors, I may have to admit it is reposible -along with the factory ECU- of most of the shortcomings we see in tuning. I still gotta go through a spec sheet for this I-X; however, I think its the most bang for your buck when it comes to tuning.