Performance was about the least of my concerns actually. I've read up enough to know that...

I was more interested in the other potential benefits; drive ability, reliability, higher rev limiter and what else can be done.

 

the last thing you need to be concerned about is a higher rev limit

 

Not that we need a higher rev limiter (I wasn't surprised a new member said this) but revving a renny past 9.5k rpm is going to do the opposite of increasing reliability.

Seriously, what do you think happens when an engine is being revved past its safe limits?

 

I believe he has a 4-port AT 7.5k rev limit. Isn't bumping that to 9k a fairly common thing to do?

 

AT 8's don't have their limit at 7.5K for giggles.

 

Correct me if I am wrong, but, it's my understanding the the torque converter it's the limiting factor when it comes to AT 8's. Once you upgrade your AT 8's torque converter to handle the higher RPM's revving it to 9K should not be a problem.

 

You are correct. Torque converter reliability is the limiting factor with the automatic model.

 

Level Ten can upgrade your torque converter. Also they can make damn near bulletproof.

 

Probably for more than the cost to just trade your 8 for an equivalent manual transmission 8 to accomplish roughly the same thing (+30hp and +1,500 revs)

 

In other news ................

I recently discovered how this map works




Any value entered which is MORE than the value gained from another map (which we don't have access to) will be used by the ECU to determine SSV opening RPM

 

And finally figured out how to use this map as well :

 

Cool, back on track with some useful info. I wonder if Mazda make that SSV table cryptic to use on purpose? ...and what do you mean by figured out how to use the throttle fuel enrich map? I thought that basically did what it says it does...?

 

desired engine torque

overrun fuel cut restore

those look interesting

 

It's not cryptic at all , it's just that there are two maps that control the ssv and the one exposed by Cobb is probably the least useful of the two.


Half the maps in the AP don't act the way you think they might . The throttle enrich map being a case in point .
This map only comes into play when the commanded value is LESS than the value that would be commanded by the OL fuel map.

Another trap .... don't be too sure that the gearing maps for OL fueling actually work for each gear . If you test them and satisfy yourself that they do work - all good . Otherwise assume that they don't and make all maps the same. BTW - I have never seen a car where the gearing maps actually work as they are described by cobb.

 

Undoubtedly used with with ATs . I have seen others adjust this on an AT map . Have done the same on one FI AT I tuned , but unsure of what it actually does .... if anything .

Seems obvious what it does but what benefit would you see in changing the values ?

 

It's pretty common practice (in what I've read here) that people with 4-ports, AP's to move their rev limiter to the 8200-8500 rpm range. No?

 

Is it worth even going higher on a 4-port since it has 2 less intake ports? Don't think it would get enough air to make much more power than what it makes at 7k.

 

I've read from lots here with automatics with MazdaManiac's tunes says this is one of the biggest benefits; e.g. putting the RPM limit at ~8500 rpm. I was hoping more would chime in.

 

if nothing else is done to improve airflow through the engine ...... I can see only minimal gains in acceleration . Risk vs reward ????

You have to remember that people rarely test these things properly and perceived gains could just be due to the sensation from the extra noise.

That said , lifting the redline to 8000 vs 8500 may well be safe for the occasional burst.

 

Hey Brett, how is this looking? Winter is quickly approaching for me, which means the car will be back in the garage and I will be working through my list of things I want to address that I compiled over the summer. One of those items is learning ME, since I am over 200%+ calc load now with the Cobb

 

Well - it works

To be over 200% calc load you need to be boosting at 14psi+ . If you are at anything less than that, then you need to think about your tune and why you are seeing loads that high .

It may well be that you already have the headroom and just need to make some changes to the tune . What max. MAF voltage are you seeing ?

 

I've hit 4.8v. I am running 10psi. Another reason I am looking at the OP and ME is to log my external WB. Apparently my Cobb/ATR version doesn't support live ECU, so I can only log the stock WB.

 

I haven't set ME up to do that nor seen anyone else do it - that doesn't mean it can't be done though

At 10 psi your loads should be around 170 -175%. The Cobb will handle more boost if you change your maf scaling .
I know a certain banned tuner sets his tunes up for 200% loads deliberately. Assuming he knows what he is doing ..... the only reason I can see that he would do this is to lock people to a certain power level , thus requiring them to come back to him and spend more money should they want to run more boost.

 

I contacted Tactrix and they say the OP will take a 0-5V input for an external WB, which my ProPsort has a 0-5V output. I was thinking as long as I can log it with the OP I should be able to read the raw logs and use that info to build a tune in ME. From your experience, do you see this as possible, or does the ME LogViewer need to be capable of understanding the logs as well?

Regarding calc load, I plan on working on the MAF scale. We got to a point where things were looking good and I was happy with the results, even if the MAF scaling was off. AFR was looking good. So it may be I need to adjust injector scale to get the MAF more back in line. But as good as it ran this summer I am looking to eventually turn up the boost as well

 

here is the response I got regarding external WB logging:

It is possible, but you may need to adapt the connector from the Prosport sensor to jack into the OpenPort's 2.5mm socket, and at that be sure it is a 0-5V analog signal (this input on the OP also can take in serial data, but that's moot in this case).
Scaling would be an issue as well, and would have to be compensated for with a config file.
An example of how to have the OP interpret the 0-5V analog signal can be seen here:
openecu.org • View topic - Tactrix 2.0 logging analog signal from Zeitronix-WORKING!!!
Prosport says their sensor is a Bosch, as seen here:
Wideband Digital Air Fuel Ratio Gauge-Amber display
Knowing that would be a good starting point for finding proper scaling values. Google/check forums to see if anyone has the numbers handy.
Hope this helps.
Regards,