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Here is the dyno sheet - Racing Beat REVi intake stock tune vs. VersaTuner 6-port: 93US/98EU Octane Stage 1 RX-8 with REVi Intake v1.01 tune
The gains from the tune are not as good as on a 100% stock car due to the baseline with the REVi intake and the stock tune being higher. The REVi intake skews the MAF, leaning the mixture which results in more power with a stock tune.
Logged max mass air flow with the REVi intake was 5% less than the stock airbox, yet power was up compared to the stock airbox. This and the logs showing leaner AFRs with the REVi intake confirms that the MAF is skewed.
This is how most cold air intakes provide power increases on stock cars; increase the diameter of the maf housing slightly to skew the MAF reading down so the AFRs lean out and the ECU sees lower load.
With the amount of engineering that went into the stock RX-8 airbox, there is not much airflow to be gained with aftermarket intakes. The stock airbox uses the same panel filter as a 645hp V-10 Dodge Viper....
Delayed Response. But, I have run across 3 motors, all modified, but 3 for 3, where the top of the Calculated Load line hit the Max Calculated Load line around 6,000 RPM. This triggers a fuel cut until Calculated Load falls below Max Calculated Load. One had issues all the way to 7,000 PRM. The only change was to move the Max Calculated Load line up and his issues went away instantly. I have seen Calc Load hit 119%, below 6K, if the Max Calc Load line is below this, it will fuel cut to whatever was there when it crossed the line. IIRC the Max like is around 100%, so the bad area was about a 20% fuel cut (bad).
It will make it easier because it will be in human-readable numbers so you don't have to do any conversion in your head or trust some other person's conversion.
Figure out how long you want the dwell to be (I'm guessing in milliseconds) and then type that number in.
Delayed Response. But, I have run across 3 motors, all modified, but 3 for 3, where the top of the Calculated Load line hit the Max Calculated Load line around 6,000 RPM. This triggers a fuel cut until Calculated Load falls below Max Calculated Load. One had issues all the way to 7,000 PRM. The only change was to move the Max Calculated Load line up and his issues went away instantly. I have seen Calc Load hit 119%, below 6K, if the Max Calc Load line is below this, it will fuel cut to whatever was there when it crossed the line. IIRC the Max like is around 100%, so the bad area was about a 20% fuel cut (bad).
Delayed Response. But, I have run across 3 motors, all modified, but 3 for 3, where the top of the Calculated Load line hit the Max Calculated Load line around 6,000 RPM. This triggers a fuel cut until Calculated Load falls below Max Calculated Load. One had issues all the way to 7,000 PRM. The only change was to move the Max Calculated Load line up and his issues went away instantly. I have seen Calc Load hit 119%, below 6K, if the Max Calc Load line is below this, it will fuel cut to whatever was there when it crossed the line. IIRC the Max like is around 100%, so the bad area was about a 20% fuel cut (bad).
My understanding is that this is a sanity limit for calc load, so that if the MAF gets wet or flakes out somehow, it doesn't dump fuel based on some erroneous load calc. For the stock hardware tunes, I push this up to 1.1. On the latest CAI tune, I pushed it up to 1.2 even though the REVi actually skewed the MAF down. Other CAIs may go in the other direction, and people tend to use off-the-shelf tunes generically for similar hardware.
That is what I understand as well. But I had to push a ported car up past 130%, or 1.3, to get comfortably under the line, this was with a factory intake and 3" exhaust.
That is what I understand as well. But I had to push a ported car up past 130%, or 1.3, to get comfortably under the line, this was with a factory intake and 3" exhaust.
My guess is that would have more to do with the intake setup than the actual amount of air it was flowing.
New TurboXS header back exhaust w/ high flow cat is on. Dyno charts and tunes coming soon.
Nice so far Steve! Question about the TurboXS, is it a true 3in exhaust, at least from the testpipe back? I ask because an exhaust is on my list of supporting mods for my forced induction build, and I have heard some brands like the Agency Power actually terminate to a lower diameter at certain points.
Did you source your exhaust from a specific supplier? The only TurboXS exhausts I can find for sale from distributors have the photo without the burnt tips (which I'm actually partial to, I'm not sure if they released a revision without the burnt tips, and would prefer to avoid buying the TurboXS without them, I don't believe it was a generic photo, but I could be wrong.)
How can us VersaTuner owners get those license plate frames and stickers? Taking orders? =D
I can answer the question about the mid-pipe diameter: It's definitely 3" after the flange that connects to the header. The flange itself is sized to bolt directly to the OE header.
I ended up welding a 3" V-band flange on the output of the midpipe.
Nice so far Steve! Question about the TurboXS, is it a true 3in exhaust, at least from the testpipe back? I ask because an exhaust is on my list of supporting mods for my forced induction build, and I have heard some brands like the Agency Power actually terminate to a lower diameter at certain points.
Did you source your exhaust from a specific supplier? The only TurboXS exhausts I can find for sale from distributors have the photo without the burnt tips (which I'm actually partial to, I'm not sure if they released a revision without the burnt tips, and would prefer to avoid buying the TurboXS without them, I don't believe it was a generic photo, but I could be wrong.)
How can us VersaTuner owners get those license plate frames and stickers? Taking orders? =D
The TXS exhaust is huge and free flowing with nice clean welds. It's a nice setup. It sounds good too. It's also whole lot lighter than that huge OEM truck muller that came off
I source hard parts from CorkSport and Fab9 Tuning. The TXS exhaust came from Fab9. They are best known for Miata stuff, but they can get most anything and are really great to work with.
Their website is https://fab9tuning.com/ You won't find the TXS exhaust on the website, so give them a call.
We have t-shirts on our ebay store. It says ships from Lituania, but that's only if you're outside North America. We ship from USA for North America.
I will throw in a plate frame and sitckers with a t-shirt, or I can send plate frames and stickers for shipping cost. email sales@versatune.net if you want a frame and stickers.
The new tune is published for REVi intake+TurboXS Catless Exhaust.
The dyno results from the "high-flow" cat mid-pipe were unspectacular to say the least, so we will not release a tune for that setup.
After extensive testing with 91 octane, we re-rated all of the 93 octane tunes for 91US/95 EU octane. Basically, until you get into boost, high octane fuel is just not needed on the Renesis.
The new tune is published for REVi intake+TurboXS Catless Exhaust.
The dyno results from the "high-flow" cat mid-pipe were unspectacular to say the least, so we will not release a tune for that setup.
After extensive testing with 91 octane, we re-rated all of the 93 octane tunes for 91US/95 EU octane. Basically, until you get into boost, high octane fuel is just not needed on the Renesis.
Hardly any improvement at all over your previous tune (not doubting your tuning skills, at all.) This just goes to show how bolt ons essentially do absolutely nothing to this car. Not that we weren't aware of that already, lol. Forced Induction is looking more and more enticing, that's for sure.
