I promise I'll give it back!

I'm trying to tune my Esmeril kit with the Interceptor, but it is absolutely refusing to work. I have the part throttle (no boost) maps all sorted out, but as soon as the ECU detects 00 in Hg, i.e. transitioning to boost, the car goes extremely rich and we've tried a number of ways to address the issue. The MicroTech program says its sending the correct amount of fuel, but the car will run at approximately 19 AFR.
So... thankfully I have a friend who's willing to un-marry his Accessport for me to try out. The only problem is, he's naturally aspirated and I'm turbocharged... Does anyone have a map I can borrow to see if we can work out this 00 in Hg issue? Any help would be greatly appreciated!

 

it wouldn't help you. Your maf sensor would not get proper readings.

 

Is it Rich?? or Lean...if it's 19:1 it's really LEAN...and you need to add fuel

Acessport won't work cause the Esmeril kit is setup as a blow through I think..

 

whoops just re-read my post - It's definitely lean, and again, no matter how much more fuel we add, the ECU doesn't respond. It's bizarre, I've worked on other cars before and I almost feel as if the Interceptor isn't connected to the car...

 

How so?

 

Fuel Pressure, Fuel Pump ro Clogged Injectors????

 

Where are you adding fuel? Are you using Matrix mode..or the standard maps?

Transition to secondaries is at 2psi if it's set up the same as IntX ships....

What are the primary injector sizes?? Secondaries??

 

Stock primary injectors, 1000cc secondaries, and I've switched to Matrix mode and copied some of Mazda Maniac's maps that I found in the EMS section. Partial throttle is great, but under load it's not getting fuel. I've switched the pump 2 to come on at 1250 rpm with +45% enricment, Pump 2 stop is set at -02 inHg.

 

You are likely running out of primary injector...stock Prim are 290's I think.....have you maxed out them??

You have 4 secondaries.....what are the other 2??

Likely don't have the secondaries on at all

 

the maf requires proper airflow and it cannot be disturbed or the readings are wrong. your turbo piping prevent it from functioning properly with the accessport. Maybe if you cut it up and introduced a few screens it might be OK, but the OEM maf sensor isn't blow through, as has already been stated.

 

You can not use some one elses map from the Cobb. It is designed for the specific car and VIN #.

 

I guess I should try to clarify a little bit - I'm trying to determine the main cause of the failure and as it sits now, I want to see if the EMS itself is the issue, hence the wanting to try the Cobb AP. The reason for this again, is that at the points where the car will go lean under boost, the Interceptor is programmed to give more than enough fuel, with the most disparaging thing being that the Interceptor reports that it is sending the output signal for high fuel output (pulse width of ~11 ms, again, trying to overcompensate to cause a rich condition rather than a lean condition)

Again, it seems as though the Interceptor is "disconnected" from the happenings under the hood and I wanted to see if it was at fault.

 

The Esmeril kit only came with the 1000cc secondary injectors, so the tertiary injectors are also stock (I can't recall the exact rating off the top of my head). Pump 2 is activating, as it's indicated in the status screen, is there any other way to ad more fuel? I've gone through every map (each 500rpm increment) and I've set the Pump 1 and 2 settings to engage at lower rpm to try and guarantee that they are, in fact, on.

It may also be worth noting that I have the Esmeril ignition kit, however, I adjusted the dwell time and changed the spark trigger to positive, as suggested by Esmeril. Any chance this could be causing some of these maladies?

That makes sense - maybe I can cannibalize the factory air intake to take out those screens? Now how come there are MM maps for other turbo kits, like the Greddy, as well as the Greddy with the Mazda Maniac upgrade? I assume the intake tract is similarly setup.

 

greddy turbo kit and others have the intake before the turbo. There is also a good 12-14" of area that the maf sits in between. Your setup has the maf sensor after the turbo and there isn't that much straight piping. Hence the blow through maf sensor issue.

 

... awesome... So this is turning out to be a classic cases of shooting myself in the foot haha

 

it's just a different design. It's possible to get a maf that can deal with blow through and hire Jeff to tune it. I just don't think it's been done yet.

 

Food for thought I suppose...
I'm just surprised at my luck here because I've read a lot of positive response coming from the Esmeril kit, but I just seem to have problem after problem... buuuut that's a separate story in and of itself... Any idea on where I can find some more input on Interceptor tuning? I've reviewed a number of MazdaManiac's threads from 2007 and used his work as a base to start from, but I feel like I'm missing something here...




Also, just to be positive - the secondary injectors are located in the middle of the main fuel rail, correct? i.e. Number 6 in the following diagram:

 

Do you have the 2ndary injectors coming on at all......Was it a turbo intX??


The IntX gangs all 4 of the secondaries together so when they come on you should get a massive hit of fuel...that's the main problem I found..tuning the transition lean enough..not the other way around

 

I wasn't aware that there was a physical difference between the NA and turbo Interceptor X, I thought the difference was in the map itself. Basically, the box says Interceptor-X Version 3.0, no mention of turbo or any notable distinctions on it. I purchased the kit secondhand, but new in box, with the Interceptor being the only truly used part of the kit. The Interceptor had an NA tune, but I sent it to Mazdaparts.com (Esmeril Racing) to have a turbo map loaded on to it. I wasn't notified of any difficulties in loading the map, so I assumed I would be good to go.

 

They are wired differently...not sure exactly how, but the injectors are wired differently. I am going to use the NA wiring to tune my turbo....as I think that the fuel may be easier to stage that way?? You need to find out what you have so you know how to turn on the sec injectors...I think you are running only on the primaries and running out of fuel. I have 650 primaries.......

 

I just checked and couldn't find a part number or anything to that effect on the Interceptor case, outside of the aforementioned "Interceptor-X EMS, version 3.0"

.... I'm at a loss right about now - Pump 2 is the function that controls the secondary injectors, correct? If so, I should have the secondaries firing as the MicroTech software shows the Pump 2 function coming online as I drive.

 

Nope....Pump 2 is an accelerator pump function...and adds fuel when the vac changes rapidly..ie when to tramp the gas.

If it is a turbo IntX the sec fuel comes on at 2psi and above on the Idle/Aux map

 

Scott charges $150 or so to update an int-x between NA and turbo versions. He has always been careful not to say what exactly he's changing. Who knows if there really is a physical difference. He claimed there was, but I don't see why there would be one. After all a turbo isn't in boost all the time, so a turbo int-x should be able to function on a NA vehicle.

 

They are different...the secondaries are wired differently..I'm just not sure exactly how.

 

The NA int-x cost the same as the FI version. I still don't see why a turbo version wouldn't function for a NA car, assuming there is a physical difference.