Definitive Greddy Turbo Fixes - Here they are
05-14-2006, 04:49 PM
#226
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Severed Injector wires
Originally Posted by carbonRX8
Has anyone posted pics of these, so called, severed injection wires?
Important note: I used shrink tube to seal both pairs of wires, but there is no connection inside the shrink tube.
Last edited by TurboX8; 05-22-2006 at 04:06 PM. Reason: Replaced photo
06-11-2006, 03:53 PM
#233
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Emanage harness reconnected
I finally have my harness reconnected. I actually bought a used ecu/pcm and connected to that first, to make sure it would work. I'm now getting an O2 CEL which is from the emange or harness. I have the diode installed on the O2 dongle. Any suggestions?
I've been driving for a few months without the emanage, constantly watching the vacuum-boost guage to stay below 0psi. I've made a few observations:
1. If I keep the AFR close to 14.5, and moderate acceleration, mileage increased from ~300km to ~400km. This is at ~123kph on the highway which is at least 80% of my driving.
2. The car runs smoothly through the entire rpm range; no stalls no stumbles - just like stock. I did modify the turbo actuator signal line to pick up just after the turbo and I believe this was a significant factor. (MM's fix #2)
Now I have the emanage connected, these are my observations running below 0psi:
1. There is no transition from on the throttle and off - it seems that when I ease off the throttle it goes to zero throttle. Very harsh to drive.
2. Idle is now at 1500rpm with AFR ~12.5 as opposed to 900rpm with AFR ~14.4.
3. Car stalls randomly at lights or stops.
So, notwithstanding that the emanage is not supposed to have any effect below 0psi, on my car it is definitely messing things up. You may recall that when I tried maps from both MM & Maddog my car wouldn't idle, it's still true - I just tried the map for the severed injector wires with the same result. I'm going to try copying the settings to a map that lets my car idle to see if that works. Maybe I don't have some of the other settings correct?
I've been driving for a few months without the emanage, constantly watching the vacuum-boost guage to stay below 0psi. I've made a few observations:
1. If I keep the AFR close to 14.5, and moderate acceleration, mileage increased from ~300km to ~400km. This is at ~123kph on the highway which is at least 80% of my driving.
2. The car runs smoothly through the entire rpm range; no stalls no stumbles - just like stock. I did modify the turbo actuator signal line to pick up just after the turbo and I believe this was a significant factor. (MM's fix #2)
Now I have the emanage connected, these are my observations running below 0psi:
1. There is no transition from on the throttle and off - it seems that when I ease off the throttle it goes to zero throttle. Very harsh to drive.
2. Idle is now at 1500rpm with AFR ~12.5 as opposed to 900rpm with AFR ~14.4.
3. Car stalls randomly at lights or stops.
So, notwithstanding that the emanage is not supposed to have any effect below 0psi, on my car it is definitely messing things up. You may recall that when I tried maps from both MM & Maddog my car wouldn't idle, it's still true - I just tried the map for the severed injector wires with the same result. I'm going to try copying the settings to a map that lets my car idle to see if that works. Maybe I don't have some of the other settings correct?
06-15-2006, 03:27 PM
#235
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Originally Posted by MazdaManiac
Have you verified that all of your plugs are firing with the E-Manage installed?
I'd bet that they are not.
I'd bet that they are not.
Next I copied the fuel maps from the severed wires map onto a map that I had used before. That helped, but it was running lean under boost and the CEL remained. The next night I copied back the Additional Injection Map from my old file onto the current map. Now the CEL is gone and I'm running rich under boost, as would be expected. Otherwise it's running well and "feels" strong.
I'll start backing out the Add. Inj. map next. (and schedule a session at the local dyno)
06-16-2006, 01:22 PM
#237
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Originally Posted by MazdaManiac
You have the ignition harness hooked up? If you have the first rotary switch set to "A", one of the trailing plugs wont fire ("A" only has 3 ignition circuits).
Furthermore, "01" is for a Nissan AFM. "A2" is the setting for the SE3P.
Furthermore, "01" is for a Nissan AFM. "A2" is the setting for the SE3P.
A01 is the way it came, so I was just trying to get back to a base line. I'll check the plugs to see if one has not been firing. I'm betting it's the Front Trailing plug.
I did find this info from http://www.mohdparts.com/emanage/EmanageFAQ.txt dated Dec-03:
First switch:
A - RX-7 13B-REW
B - RX-7 13B or 13BT
C - RX-7 20B-REW
2nd & 3rd
Mazda Hotwire
A0 MZ_HW-1
A1 MZ_HW-2 As you said, 01 is listed as Nissan Hotwire.
I had been using BA1, before I switched back to A01. From your posts, then, I should use BA2? I thought this was for when you were controlling the ignition from the emanage.
As always, Thanks for your input.
06-16-2006, 01:28 PM
#238
Well, if you are not controlling the ignition and you are not adjusting the airflow meter map, then these settings are meaningless to your setup.
On my system, I do both so it is important that the switch settings are apropriate.
In fact, I use 8A2. This allows for all 4 coils to be controlled and the proper AFM response.
On my system, I do both so it is important that the switch settings are apropriate.
In fact, I use 8A2. This allows for all 4 coils to be controlled and the proper AFM response.
07-27-2006, 05:42 PM
#242
Didn't I answer that question for you already?
Of course I did:
https://www.rx8club.com/showpost.php...8&postcount=35
Of course I did:
https://www.rx8club.com/showpost.php...8&postcount=35
Last edited by MazdaManiac; 07-27-2006 at 05:56 PM.
You da man!
08-01-2006, 08:46 AM
#244
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If i understand well , here is what i need to do to fix the problems on my rx8 with greddy turbo kit ; relocate boost signal at compressor housing + reset boost controller .... cut 2 wires on e-manage harness (do i need to reload a fuel map in the e-manage , and where can i find this map and isent there a password in the e-manage??) .... thank for all the info , i've learned more here than with greddy !!! 
08-01-2006, 08:53 AM
#245
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BTW , i have never had any problems with the pump runing for long periods of time .... also tried the car on a dynapak dyno , got 202 hp + 179 tq .... took off the cat and got 267hp .... but boost was creeping a 9psi over 5000 rpm .... i'll try to post the dyno sheets this afternoon if this interest someone , i've got afr , boost and power ... with 3 diferent setting (stock cats stock boost,metal cat stock boost + with greddy profec BC , and with no cat at all )
11-12-2006, 10:32 AM
#247
Originally Posted by MadDog
Since things are running so good at 8.5-9 psi right now, I'm about to start up-ing the boost. I've extrapolated the current MAP to 10psi. I used the same method as I did last time to extrapolate to higher boost levels: fit a linear function to the highest 4 pressures in a given RPM column and evaluate the fitted line at the new pressures. It worked great going from 7.5psi to 9 psi. The resulting values on needed fine tuning by a couple of percentage points. Tuning seems to be pretty linear on the Renesis.
You can see that the bottom left cell in the 10psi MAP pushes the 490cc injectors to 100% duty cycle. I started looking for where the 490cc injectors really start to peter out. Paying attention only to the cells that actually get used in WOT driving, I could boost to about 12psi before running out of capacity - I think. For now, I'm thrilled to be on the brink of double-digit boost!
10psi is as high as I want to go for now. If only I had a T4 at these boost levels....
One more thing - if it weren't for the ridges in the MAP around those lean spikes, there would be much more available capacity from the 490cc injectors. Someone needs to figure out how to get rid of those by controlling the port timing. I haven't tested the always-open state. That might be the ticket.
You can see that the bottom left cell in the 10psi MAP pushes the 490cc injectors to 100% duty cycle. I started looking for where the 490cc injectors really start to peter out. Paying attention only to the cells that actually get used in WOT driving, I could boost to about 12psi before running out of capacity - I think. For now, I'm thrilled to be on the brink of double-digit boost!
10psi is as high as I want to go for now. If only I had a T4 at these boost levels....One more thing - if it weren't for the ridges in the MAP around those lean spikes, there would be much more available capacity from the 490cc injectors. Someone needs to figure out how to get rid of those by controlling the port timing. I haven't tested the always-open state. That might be the ticket.
Last edited by m4f1050; 11-12-2006 at 10:36 AM.
11-12-2006, 10:35 AM
#248
If you want > 5 psi, I think you should get a better fuel management system.
The emanage ultimate and interceptor-x appear to be good choices. I have an ultimate upgrade kit for sale in the parts forum for a decent price.
The emanage ultimate and interceptor-x appear to be good choices. I have an ultimate upgrade kit for sale in the parts forum for a decent price.
11-12-2006, 10:37 AM
#249
Originally Posted by mysql101
If you want > 5 psi, I think you should get a better fuel management system.
The emanage ultimate and interceptor-x appear to be good choices. I have an ultimate upgrade kit for sale in the parts forum for a decent price.
The emanage ultimate and interceptor-x appear to be good choices. I have an ultimate upgrade kit for sale in the parts forum for a decent price.
