I have talked with Scott from Mazsport, and he said he will have that control for me very soon on the Interceptor, and Scott is working on some other ideas for this unit also...
So I wanted to buy the interceptor from the beginning, Now I have another reason why I want to buy the interceptor... So that's what I will do. Thanks...

 

From what I know there are 3 solenoids that operate the flaps, so you will need 3 outputs or just wire them all together. I think the emanage would require you to wire it all together I think it only has 1 output map. We are going to wire it into the F-con and test the best way to activate the switches. The F-Con has 4 output maps that can activate the 3 seperate solenoids via tps/load/rpm.

Hope that helps

Jon

 

Well, it seems afew of you experts are working out a way to control the auxilaries when under boost, I think maybe I will wait alittle while and see what the experts come up with..
Thanks, I hope I will hear from you guys soon .... This is a great Forum....

 

It's been awhile now, Does anyone have any updates on this subject, Scott , Jeff, anyone out there...

 

whne the flap opens it touches a little grounding point which send s a current signal to the pcm so the pcm knows its open. if that doesnt go away it will throw a stuck open CEL. need to just trick that and physically jamm the flap open.

 

The AUX port valve motor is actually a servo. The feedback loop is not just a ground point.
Its the secondary shutter valve that has a position switch.

 

oops my bad

 

Everybody´s talking about opening the auxility port under boost and being able to control it...Why? I belive Scott and Mazsports already proven that the greddy turbo is undersized for boost above 9psi on the upper rpms. So under high revs the turbo itself is a limiting factor and opening the auxility ports during this time would be of small or no benefit. With a bigger sized turbo, HELL YEAH!
Opinions?

 

^ He's got a point. From the dyno video scott made, it shows how boost drop after 6000RPM. The Greddy turbo is just not enough to provide proper breathing around that point. If anything, it would be nice to see how the engine does with the AUX ports closed all the time.

Just think of how you are blowing a balloon. In the beginning, you don't have to work so hard to inflate it. But at the point when there is bigger space to fill, you'd have to blow more and harder. For the Greddy turbo, maybe someone needs to test how well the engine takes it if APV was to remain closed. This might enable higher pressure to be made up top.

 

this idwea isnt just for greddy turbo. its about using it for any FI

 

Actually the benefit would be to having them open earlier when under boost so you could potentially pick up power in the low to midrange. As a nonturbo they need to open at a certain point as the intake velocity is what is important to making power. When you are under boost, the turbo is doing the work so by opening the aux ports earlier you could give the turbo more time to force air into the engine at lower rpms. There isn't a top end benefit to altering their opening.

 

I agree with most of what you say Rotarygod, but I do believe it would help top end . If youlook at most dynos you will see a blip at the 7200rpm, approx. Then picks up again..Which is from the auxlaries opening and the turbo not being able to hold the boost for a second or two..

So, I believe that opening the auxilaries under boost will help not only the mid range but also the top end to a degree.. Some please correct me if I'am wrong.

But this is what I hear from Greddy and Scott and afew others... And as far as the Greddy Turbo running out of (air), I hear its not the turbo but the manifold to the turbo that's restricting the power... I have been thinking about having a new manifold made to see if this is true...

 

Basicaly what I am saying is that they are either opening at the stock rpm or sooner, not later. Therefore it won't be any different on the top end as it couldn't be. I would not leave them closed. Ths would hurt top end.

 

wel the blip is there at 7250 on NA cars. its from the stumble as the engine recovers from the airflow disturbance cause by the flap opening.

another idea i just had- the afr could be lean for a moment as the flap opens - i wonder if the pcm guts the timing for a couple hundred rpm?

Jeff have you seen that on you logs?

 

Look at ptpmotorsports dyno on their turbo 8 and you will see this, as I've seen it on others with turbo's on the RX8.

 

^ 7250 RPM drop has nothing to do with APV. It has to do with VDI. APV's blip is at 6250 RPM. On the dyno, that's the first drop.

 

I'll have to go back and look, but IIRC the timing is pulled back around 6200 or so at WOT and then starts creeping back up again.

Weather is too crappy here at the moment to go generate a run.

 

yeah im talking about VDI

 

Well, I don't have VDI, so it will be hard for me to get a new log.
APV and SDAIS is another story.

 

Heres the numbers guys, RX8 6-sp high output,

Secondary Shutter valve opens at 3750rpm.
Auxilary port Valve opens at 6250 rpm.
Variable Intake Valve opens at 7250 rpm.
Variable fresh Air Duct opens at 7250 rpm...... Its in the book...

 

Real-world confirmation:
Secondary Shutter valve is load-based and opens at above 4500rpm and never opens at 3750rpm.
Auxilary port Valve opens at 6250 rpm (on the dot)
Variable Intake Valve opens at 7250 rpm (on the dot)
Variable fresh Air Duct opens at 7250 rpm (useless)

 

Thanks ,for the real world confirmation, any exceptions on the SSV at 4500...

 

^ Are you guys planning on some controlling device for our ports? If so, then that would be so cool :-)

 

ye syou do i think there ha sbeen some confusion in terms. VDI is the cross connect in the intake. not the VFAD