Anyone Have a Cobb AP Turbo Map I can Borrow?
11-24-2008, 09:50 PM
#27
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Only thing we could come up with is maybe the MAP sensor is different between the two. If the NA version only has a MAP that goes up to 00 in Hg, that could be a cause for trouble right there.
11-24-2008, 09:56 PM
#28
Same sensor....Checked that..it is the Microtech LT10...If you want tuning hints download the instructions from Microtech's site
Look at the MAP readings on the software...they will show your true MAP readings
Put up screenshots of your matrix and the idle/aux map so we can have a look
Look at the MAP readings on the software...they will show your true MAP readings
Put up screenshots of your matrix and the idle/aux map so we can have a look
11-24-2008, 11:31 PM
#30
The #6 injectors are the primary 2.
The Int-X has the secondary and P2 injectors "ganged" together on the AUX channel.
Precisely why its transition out of boost sucks.
There is no point in "borrowing" a calibration for an AccessPORT.
It wont work on your application for a number of reasons (MAF, injector sizing, locking, etc.) and soliciting for someone to aid and abet in a theft of intellectual property is probably bad style, anyway.
11-25-2008, 01:36 AM
#31
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Sorry about that - I wasn't trying to step on any toes by any means! I just wanted to load the map, see if it ran, and then give the AccessPort back so I could order my own. After reading up, however, it looks like the AccessPort won't do the trick for my application. Again, this was a strictly "try-before-I-buy" affair and by no means an attempt to thieve anything.
On the subject of the fuel injector placement, lack of sleep + exhaust fumes is starting to get to me, I meant #4 and that's where I have them installed, so I'm set there.
On a rather confusing note, I power cycled the EMS (unplug battery, disconnect EMS, reconnect, plug in battery) and now the transition into boost has become incredibly rich. This is after changing no settings. I did some more poking around this site and I found another member discussing switching to Sequential firing rather than Sequential + Aux. I followed his lead, switched to Sequential, changed the RPMstg to 1500 rpm, MAPstg to 00 in Hg, and % to 40%. All I got out of this was a car that would die at idle and then refuse to start.
I am truly stumped by this system. There seems to be little in the way of rhyme or reason at this point and I can't imagine what else to do. The only thing I can imagine would be the Esmeril Ignition kit requiring different timing, but when I alter the t_MAP settings, there is no difference made.
The maps I based my tuning off of are actually from one of your (MazdaManiac's) threads, the "Interceptor-X: Share Your Maps, Tuning Tips" thread and the Sequential firing idea came from RotoRocks, in the same thread.
On the subject of the fuel injector placement, lack of sleep + exhaust fumes is starting to get to me, I meant #4 and that's where I have them installed, so I'm set there.
On a rather confusing note, I power cycled the EMS (unplug battery, disconnect EMS, reconnect, plug in battery) and now the transition into boost has become incredibly rich. This is after changing no settings. I did some more poking around this site and I found another member discussing switching to Sequential firing rather than Sequential + Aux. I followed his lead, switched to Sequential, changed the RPMstg to 1500 rpm, MAPstg to 00 in Hg, and % to 40%. All I got out of this was a car that would die at idle and then refuse to start.
I am truly stumped by this system. There seems to be little in the way of rhyme or reason at this point and I can't imagine what else to do. The only thing I can imagine would be the Esmeril Ignition kit requiring different timing, but when I alter the t_MAP settings, there is no difference made.
The maps I based my tuning off of are actually from one of your (MazdaManiac's) threads, the "Interceptor-X: Share Your Maps, Tuning Tips" thread and the Sequential firing idea came from RotoRocks, in the same thread.
Last edited by AlTitaniumCar; 11-25-2008 at 01:39 AM.
11-25-2008, 06:40 AM
#32
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There is no point in "borrowing" a calibration for an AccessPORT.
It wont work on your application for a number of reasons (MAF, injector sizing, locking, etc.) and soliciting for someone to aid and abet in a theft of intellectual property is probably bad style, anyway.
It wont work on your application for a number of reasons (MAF, injector sizing, locking, etc.) and soliciting for someone to aid and abet in a theft of intellectual property is probably bad style, anyway.
So rest assured!
11-25-2008, 09:34 AM
#33
You are missing the point.
The calibrations are tailored to fit your exact application.
The "starter" calibrations (with regards to an FI setup) are just designed to get the car in a running state where the tuning can commence.
In a perfect setup (proper MAF tube, injector staging, etc.) my "starter" calibration for FI might work very well.
In the case of the Esmiril, its not that the AccessPORT wont work, its that you would need to correct the things that are wrong with the kit as it ships in order to have a properly calibrated MAF and then set up the AccessPORT to work with that car and its particular quirks.
The calibrations are tailored to fit your exact application.
The "starter" calibrations (with regards to an FI setup) are just designed to get the car in a running state where the tuning can commence.
In a perfect setup (proper MAF tube, injector staging, etc.) my "starter" calibration for FI might work very well.
In the case of the Esmiril, its not that the AccessPORT wont work, its that you would need to correct the things that are wrong with the kit as it ships in order to have a properly calibrated MAF and then set up the AccessPORT to work with that car and its particular quirks.
11-25-2008, 09:44 AM
#34
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You are missing the point.
The calibrations are tailored to fit your exact application.
The "starter" calibrations (with regards to an FI setup) are just designed to get the car in a running state where the tuning can commence.
In a perfect setup (proper MAF tube, injector staging, etc.) my "starter" calibration for FI might work very well.
In the case of the Esmiril, its not that the AccessPORT wont work, its that you would need to correct the things that are wrong with the kit as it ships in order to have a properly calibrated MAF and then set up the AccessPORT to work with that car and its particular quirks.
The calibrations are tailored to fit your exact application.
The "starter" calibrations (with regards to an FI setup) are just designed to get the car in a running state where the tuning can commence.
In a perfect setup (proper MAF tube, injector staging, etc.) my "starter" calibration for FI might work very well.
In the case of the Esmiril, its not that the AccessPORT wont work, its that you would need to correct the things that are wrong with the kit as it ships in order to have a properly calibrated MAF and then set up the AccessPORT to work with that car and its particular quirks.
I imagine I'll need a different MAF sensor that can accommodate for a post turbo setup OR relocate the MAF pre-turbo (may be difficult given the space constraints of the Esmeril design. I definitely want to just buy a Cobb kit, rather than use this now seemingly useless Interceptor...
In short, let me know what all I need to do and you've got another Cobb sale!
One question though - once I have the AccessPort, will I be able to modify the tune on the ECU or will it strictly be a flash loader, with you supplying the maps when needed?
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