kinda looks that way .
Perhaps bringing it on at 5600 or so rpm will net a better result IE reduce the lean spike . Worth a try ....

 

Classic! haha

 

guess i am full of hot air. He.
OD

 

dont you also have the issue of timing the opening in the intake with the opening of the actual port as the rotor sweeps past? Mazda has timed them to open when the port actually opens. if you open them when the port is closed or closing that cant be good.

 

hmmm administrator - 15000 + posts . Better not say anything cheeky

 

answering my own question - probably not an issue with the FI. im tired. nevermind

 

zoom has a BIG sense of humor!! do it.

beers

 

/\ tempting - i think i'll leave it for him to mull over .....

 

Damn those valves open fast

 

no seriously in NA form because of the helmholtz tuning the intake openings are timed with the actual port openings so you dont get bad resonance waves from the air "hitting" the closed port. but as i said im just tired- the FI makes it moot.

 

/\ like greased lightning ..

 

Have you seen the speed the APV actuator opens

 

my guess it varies with how much stuff is on them!

beers

 

yes

yes

 

check out the blue line - wow what a difference .....



bit of a bummer losing traction at 6000 rpm in 2nd gear but i'll get over it

EDIT: light blue line was in 2nd gear ...this wouldn't have happened like that if I'd done same test in 3rd !

 

^

Is that light blue line is no APV opening at all or is it open completely the whole time? From your graph it almost seems like the right point to open the APV is at around 7000 and not 6100. Interesting.... did you try opening the APV latter than stock?

Thanks and good luck.

Chris

 

blue line is no apv or vdi at all .
This has made a huge difference to my setup and I think all Greddy turbo owners should run like this .
Opening the apv later will allow more flow but it will also take me well outside the efficiency curve .
This was at 9psi (UIM) 10psi (turbo) all the way to 7500 which also means i'm not far out of the efficiency curve for my turbo - evidenced by the steady IATs .

 

I see. Why does it seem to stem from the pink line though? I would expect it to stem from the dark blue like if everything remains closed.

Great work by the way.

Chris

 

the light blue line was a change up from 2nd so that is the turbo catching up after the gear change

 

Ahh, it makes sense. It looks like even under boost, its good to keep those ports closed for a while when looking for the broader power band.

I'd keep it closed if I were you, that is probably the reason Greddy sold their kit with a block off plate. Interesting...

Best regards,

Chris

 

yes mm commented earlier that he was opening the port later than stock - I can see why now .
Yes the blocking plate - seems like Greddy knew what they were doing with that . A lot of people who didn't fit it are not only losing power but also over extending their turbos ....

 

The amount of boost being run on this forum is not enough to change the resonance in the runners more then a few percent... therefore only change the timing if your having tuning issues (and then solve those issues in other ways)

 

We will have to compare notes and cars Brettus , when I get my rx8 converted

 

Running boost (at almost any level) completely eliminates the resonance effect, so it is not a basis for tuning decisions.

 

Is this because of the way you apply throttle or because or your tuning of the throttle response?
It seems your statement would indicate both, if you would care to elaborate that would be great...
And is the 'recalibration' snappier - quicker, or more gradual allowing boost to come smoother at WOT...
And what are your thoughts of why this is important for you, amount of sudden boost? traction? etc? etc?