It's possible. But why? The int-x takes control of fuel and timing, which leaves the AP to do .... omp flow increase and radiator fan for $700? Not exactly what I'd recommend.

 

It also allows you to perminatly delete the all the engine lights, set the idle speed higher, and control things like the VFAD circuit. I'm sure there are other things, too.

 

yeah, but having both is like getting two tv's for your livingroom. Sure you can do it, but they serve the same primary purpose.

 

Living in Florida, I can understand where you are coming from but if you have to pass emissions then the most important things are having a turbo car that runs and being able to pass emissions. In my case it looks like that is going to require both the Int-X and the AP. Unless MM can work some serious magic.

Oh yeah, I have picture in picture on my TV so that I can watch 2 shows at the same time.

 

That's still one tv

 

You can pass emissions with jut the AP.

Ditch the int-x like everyone else!

 

Look at my setup and read what Christian posted. The AP is probably not going to work properly with my setup.

 

Yes, and I would still be using 1 engine management unit to control my engine. I would be using the other one to control the computer.

 

I'd love to anytime you are free, weeknights or weekend? I'll PM you, thanks!

 

my whole thinkig was tuneability i know inter-x works weird out in az but if i have both i can fix the computer issues as well get rid of the cel that come from inter-x and make them run smooth together. Almost like Microsoft Works on a Apple Computer.

 

Another problem I am having now is that if I am at highway speeds and I let go of the gas and put it in Neutral, the car 98% of the time turns off!!!

I dont know why... maybe has something to do with the speeds???

I dont have idle problems unless I am going at highway speeds and I put the car in neutral....

anyone care to comment? or has suggestion on what to do?

 

what you're doing amounts to trying to run the microsoft and apple desktop at the same time. You just want it to handle fuel and timing. There's no reason to use both.

 

I had that problem before I changed to my CAI, but mine wasn't 98%. Mine was probably about 50% of the time. I really wonder what that is also. I'll try it out next time I'm on the freeway. Maybe at speeds, the air is being 'forced' into the intake faster and messes with the MAF sensor???

 

ok im am sold now.

 

mine is the opposite! When I had the Greddy MAF housing I had this problem maybe 3% of the time..... now with the CAI It seem to make it worse (small price I know)

next time you are coming off an exit of a highway try it out! ... put it in neutral at whatever speed you are and look at your idle!

I wonder if this has to do with the fact I am not recirculated......

 

With the AP you don't need the Int-X. It is obsolete.

There is nothing you can do with the Int-X that you can't do with the AP; plus the AP does a lot that the Int-X can't do.

The really, really, REALLY important advantage of the AP is that it chases target AFRs & etc. so you don't get the problems of 'static' stand alones like the Int-X that might be tuned to be perfect for a given temperature, humidity, barometric pressure, etc. but when one of those parameters changes your tune is buggered which might grenade your engine.

Use the Int-X for a doorstop. Use the AP to tune your car so it doesn't blow up.

 

I've been hoping I'd catch somebody posting some logs of their turbo MAF readings for some time now. I've done some math and physics on your numbers to compute your real boost where it counts: inside the engine right at the intake ports immediately after they've closed but before the compression stroke-- I hope nobody minds. I could also plot a graph of actual computed boost vs. RPM if theres interest.

*) Looking through your log at WOT at 5651 RPM you logged a 288.26 g/s MAF rate. (line 402-404 of your CSV file). This is 3.06 grams of air ingested on every rotation of the 1.3L motor.

*) Now, I notice your intake temps in the log were 86degF. The density of air at sea level at 85degF with 40% humidity is 1.1596 kg/m^3 or 1.1596 grams/liter.

*) A naturally aspirated 100% VE renesis in the same air at the same RPM could consume no more than 1.3L * 1.1596 g/L, or: 1.50 grams/ revolution since it only has approx 14.7psi absolute pressure to work with. Your engine is eating at least 2.03 times more air than stock at that RPM!

Now, what pressure above atmospheric is that 3.06 grams of air as it sits in the 1.3L displacement volume of the engine waiting to be compressed? It is at least +15.1 psi above atmospheric! And this is if there was 0 temperature rise of the intake charge all the way to the inside of the motor. To get +15.1psi inside of the motor, it takes at least +15.1psi pressure differential across the intake port. There is no magic "high flow" turbo pixie dust explanation needed to balance this math as pressure is pressure.

It seems you are boosted a bit more than your sig implies. I suspect everybody with a turbo is. Impressive.

 

One thing I noticed is when I installed the AccessPORT on my car and I still had the Interceptor-X the AccessPORT would not let the Interceptor-X boost past 5psi. As soon as I uninstalled the AccessPORT the Int-X started boosting again normal. So NO you CANT use them both, or you can, but they do not work well together and ...ITS A WASTE OF TIME & MONEY.

 

cool info. I welcome any graphs you make from it

I don't think I've ever seen anything higher than 13 psi on my gauges. My boost controller is setup for 8 psi low, 11 psi high right now.


I'm thinking about getting a compression check on the engine, it idles around 15 ingh since getting the AP ... which is a bit low, BUT before the AP I was idling around 17-19 .... which leads me to believe either I'm losing compression or the way the AP is setup to idle is making it read lower. The vacuum readings changes depending on radiator fan, a/c, etc.. so I take it with a grain of salt.

 

I noticed the exact same thing.

19-17 with int-x and now 15 with AP.

 

if I engine brake, it reads -22 inhg ...

if I rev it, it goes to -20 or -21 inhg. But I don't know if an engine with compression loss would react similar or not.

 

Mine is in the 17s @ idle however when i had the INTx I was in the 19 & 20s...
maybe has something to do with the RPMs @ idle with the AP and the RPMs with the INTx ....
I dont know if they are both diff.... or the same...

 

at least I'm not alone. I was thinking about buying a new engine. lol

 

The INTx handles idle differently than AP. Plugs are fired in a different sequence IIRC

 

ya, no negative split.