Dyno Charts for NA 4 port AT
02-24-2008, 02:56 PM
#26
^hey thanks! - i'm kinda proud of it considering the stock MT's results on the mustang weren't wayyy over my head like some of them claim to be ya know? 
i was expecting them to be like 30whp + over me STOCK - according to what many of them have led me to believe.
i'm honestly not sure what may have caused that much of a drop for you tho - there could be a lot of factors in play tho - unfortunately due to my lack of experience with that i really can't even take an educated guess
all i know is that from what Yoshi (Neptune's main man) told me - the mustang is supposedly the most accurate dyno whereas some other (ie dynojet) is a lil' more 'customer friendly'- he chuckled about it but seemed pretty serious about the statement.
i plan on getting some more upgrades VERY SOON and getting back on the dyno as early as the end of next month - i have already purchased New Fluids (Royal Purple 10w-30 (which i may return because somebody, won't mention names haha, convinced me it would be good since the heat) and Royal Purple MAX ATF) - and i'm gonna be getting an exhaust, ngk's, and mazsports coils all before i jump back on there. i'm aiming to gain MAYBE - 5whp.
i was expecting them to be like 30whp + over me STOCK - according to what many of them have led me to believe. i'm honestly not sure what may have caused that much of a drop for you tho - there could be a lot of factors in play tho - unfortunately due to my lack of experience with that i really can't even take an educated guess
all i know is that from what Yoshi (Neptune's main man) told me - the mustang is supposedly the most accurate dyno whereas some other (ie dynojet) is a lil' more 'customer friendly'- he chuckled about it but seemed pretty serious about the statement.
i plan on getting some more upgrades VERY SOON and getting back on the dyno as early as the end of next month - i have already purchased New Fluids (Royal Purple 10w-30 (which i may return because somebody, won't mention names haha, convinced me it would be good since the heat) and Royal Purple MAX ATF) - and i'm gonna be getting an exhaust, ngk's, and mazsports coils all before i jump back on there. i'm aiming to gain MAYBE - 5whp.
02-24-2008, 03:03 PM
#28
My understanding is the DYNAPACK is the most accurate of the dyno's. Ive also tested on the Dynajet. That was with a bad coil and 138 HP.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
02-24-2008, 03:13 PM
#29
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let me get this staight, factory says 248 from the motor, by the time it gets to the wheels you guys are losing over a 100 hp's? that's depressing. car is still quik as **** though.
02-24-2008, 03:45 PM
#30
My understanding is the DYNAPACK is the most accurate of the dyno's. Ive also tested on the Dynajet. That was with a bad coil and 138 HP.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
best of luck with the results man - please keep me informed - i'd like to know what the verdict is after the engineers take a look at it...
02-24-2008, 04:15 PM
#31
RX-8s Official Cool Guy
Link me to where the factory says the AT or Hell even the MT makes that much Brake Horse Power.
02-24-2008, 05:16 PM
#32
Original Turbo 'd Auto !!
My understanding is the DYNAPACK is the most accurate of the dyno's. Ive also tested on the Dynajet. That was with a bad coil and 138 HP.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
Mazda is sending one of there Engineers over to the dealer monday to look at my car. I'll see what they say it is.
They did 4 compression tests on it at different times and temps. And they are all with in a few PSI of each other. They did a new flash on the EMS. Made the car sound a little different in the exhaust note department. My wife even said WTF.
I wonder what the Engineer is going to say...
Nice #'s Atilla. Try to find a Dynopak and do a comparison run.
02-24-2008, 06:20 PM
#36
The 4 port NA AT 2004-2005 puts 197 HP to the crank. NOT THE REAR WHEELS.
The 6 port NA AT 2006-2008 puts 212 HP to the crank. NOT THE REAR WHEELS.
I do not know where you obtained your info from but it is incorrect.
02-24-2008, 09:36 PM
#37
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sorry it's 238hp. i read it in a few different places, first in a factory book that i use to have. i have seen places that say 212, but i saw it from factory literature 238anyway here is a edmunds overview of the 8 that states that. enjoy.
2008 Mazda RX-8 Grand Touring Coupe Shown Most people know that Mazda builds sporty cars. But for driving enthusiasts, it's the company's history of building sport coupes with lightweight rotary engines that sets it apart from the competition. The Mazda RX-8 is the latest of these coupes, and it's the only one with a four-door configuration.
The heart of the Mazda RX-8 is its high-revving, 1.3-liter rotary engine called the Renesis. It's a made-up word: The "R" and the "e" stand for "Rotary engine," while "nesis" comes from the word "genesis." Odd name aside, the Renesis engine is an impressive bit of engineering: Unlike its forbears, it locates the exhaust ports on the side of each of the combustion chambers, rather than on the outer edge of the rotary housing. Sounds simple, but this one change allows for more power, higher fuel economy and lower emissions.
Because of the engine's compact size, engineers were able to mount it further back in the RX-8's chassis, giving the car a coveted 50/50 front/rear weight distribution. This, along with balanced suspension tuning, sharp steering and a svelte 3,000-pound curb weight, makes the rear-wheel-drive RX-8 one of the best-handling cars on the market. It's certainly among the best sports cars available for less than $30,000, and deserving of any consideration you give it.
Introduced for 2004, the Mazda RX-8 heralded the return of the rotary-powered sports car to the U.S. after a near decade-long hiatus. It also gave Mazda an image car with greater stature and performance credentials than the fun-loving Miata. Although the RX-8 hasn't been a runaway sales success, most people would agree it's been good for the company's reputation.
Although Mazda sells its sport coupe with either a manual or automatic transmission, the six-speed manual version is really the only way to experience an RX-8. It's not just the closer connection you feel to the car when moving the short-throw shifter among the neatly defined gates. It's the fact that manual-shift RX-8s get a more powerful version of the 1.3-liter rotary engine.
In a manual-equipped Mazda RX-8, horsepower crests at 238 at 8,500 rpm, with redline hitting at an amazing 9,000. Low-end torque has never been a strong suit of rotary engines, and with a mere 159 pound-feet coming together at 5,500 rpm, the RX-8 doesn't really feel potent below 4,000. Fortunately, the rotary engine loves to rev and is very smooth when doing it.
Inside Line testers have timed the RX-8 at 6.6 seconds to 60 mph and 15.1 seconds through the quarter-mile -- respectable numbers but not enough to win many straight-line acceleration crowns in this class. However, Mazda's rotary coupe quickly makes up ground when the road turns curvy.
Automatic RX-8s are tamer, redlining at just 7,500 rpm. If you're going to buy one, 2006 and newer models are your best bet, as they come with a more advanced six-speed automatic transmission with steering column-mounted paddle shifters. They also provide 212 hp at 7,500 rpm, compared to 197 in the '04 and '05 models, which came with a four-speed automatic.
In spite of its capability, the Mazda RX-8 rides comfortably enough to serve as a daily commuter, though with fuel economy typically hovering in the high teens, it's not the most economical choice. The rear seats are roomy enough to seat adults on short trips, and reverse-hinged rear doors allow the loading of bulky car seats.
RX-8s come standard with all the essential amenities, though manual versions come with a firmer suspension and 18-inch wheels, which are optional on the automatic. Further suspension upgrades are available via the Shinka special-edition package. You can also add luxuries like leather upholstery and a navigation system.
Although it has an extra set of doors, the Mazda RX-8 is a descendant of the two-door RX-7 sport coupe sold in three generations from 1979-'95. The RX-7 was yanked from the U.S. market due to poor sales and difficulty in meeting emissions standards, but lived on in the Japanese market through 2002. At the time of its U.S. demise, the third-gen RX-7 was a much more expensive car than today's RX-8, with a base price of $32,500 in 1995 dollars.
That's not to say it wasn't worth the extra money. Sold from 1993-'95, this model was turbocharged and capable of 255 hp at 6,500 rpm and 217 lb-ft of torque at 5,000 rpm. Zero to 60 took just 5.5 seconds, with the quarter-mile mark coming in 14 seconds flat. Not only was it fast, it was a superb handler, often inspiring comparisons to Formula cars. Harsh ride quality was the big downside. This car fetches high prices on the used market, though potential buyers should be attentive to excessive wear and tear and aftermarket modifications made by the previous owner.
2008 Mazda RX-8 Grand Touring Coupe Shown Most people know that Mazda builds sporty cars. But for driving enthusiasts, it's the company's history of building sport coupes with lightweight rotary engines that sets it apart from the competition. The Mazda RX-8 is the latest of these coupes, and it's the only one with a four-door configuration.
The heart of the Mazda RX-8 is its high-revving, 1.3-liter rotary engine called the Renesis. It's a made-up word: The "R" and the "e" stand for "Rotary engine," while "nesis" comes from the word "genesis." Odd name aside, the Renesis engine is an impressive bit of engineering: Unlike its forbears, it locates the exhaust ports on the side of each of the combustion chambers, rather than on the outer edge of the rotary housing. Sounds simple, but this one change allows for more power, higher fuel economy and lower emissions.
Because of the engine's compact size, engineers were able to mount it further back in the RX-8's chassis, giving the car a coveted 50/50 front/rear weight distribution. This, along with balanced suspension tuning, sharp steering and a svelte 3,000-pound curb weight, makes the rear-wheel-drive RX-8 one of the best-handling cars on the market. It's certainly among the best sports cars available for less than $30,000, and deserving of any consideration you give it.
Introduced for 2004, the Mazda RX-8 heralded the return of the rotary-powered sports car to the U.S. after a near decade-long hiatus. It also gave Mazda an image car with greater stature and performance credentials than the fun-loving Miata. Although the RX-8 hasn't been a runaway sales success, most people would agree it's been good for the company's reputation.
Although Mazda sells its sport coupe with either a manual or automatic transmission, the six-speed manual version is really the only way to experience an RX-8. It's not just the closer connection you feel to the car when moving the short-throw shifter among the neatly defined gates. It's the fact that manual-shift RX-8s get a more powerful version of the 1.3-liter rotary engine.
In a manual-equipped Mazda RX-8, horsepower crests at 238 at 8,500 rpm, with redline hitting at an amazing 9,000. Low-end torque has never been a strong suit of rotary engines, and with a mere 159 pound-feet coming together at 5,500 rpm, the RX-8 doesn't really feel potent below 4,000. Fortunately, the rotary engine loves to rev and is very smooth when doing it.
Inside Line testers have timed the RX-8 at 6.6 seconds to 60 mph and 15.1 seconds through the quarter-mile -- respectable numbers but not enough to win many straight-line acceleration crowns in this class. However, Mazda's rotary coupe quickly makes up ground when the road turns curvy.
Automatic RX-8s are tamer, redlining at just 7,500 rpm. If you're going to buy one, 2006 and newer models are your best bet, as they come with a more advanced six-speed automatic transmission with steering column-mounted paddle shifters. They also provide 212 hp at 7,500 rpm, compared to 197 in the '04 and '05 models, which came with a four-speed automatic.
In spite of its capability, the Mazda RX-8 rides comfortably enough to serve as a daily commuter, though with fuel economy typically hovering in the high teens, it's not the most economical choice. The rear seats are roomy enough to seat adults on short trips, and reverse-hinged rear doors allow the loading of bulky car seats.
RX-8s come standard with all the essential amenities, though manual versions come with a firmer suspension and 18-inch wheels, which are optional on the automatic. Further suspension upgrades are available via the Shinka special-edition package. You can also add luxuries like leather upholstery and a navigation system.
Although it has an extra set of doors, the Mazda RX-8 is a descendant of the two-door RX-7 sport coupe sold in three generations from 1979-'95. The RX-7 was yanked from the U.S. market due to poor sales and difficulty in meeting emissions standards, but lived on in the Japanese market through 2002. At the time of its U.S. demise, the third-gen RX-7 was a much more expensive car than today's RX-8, with a base price of $32,500 in 1995 dollars.
That's not to say it wasn't worth the extra money. Sold from 1993-'95, this model was turbocharged and capable of 255 hp at 6,500 rpm and 217 lb-ft of torque at 5,000 rpm. Zero to 60 took just 5.5 seconds, with the quarter-mile mark coming in 14 seconds flat. Not only was it fast, it was a superb handler, often inspiring comparisons to Formula cars. Harsh ride quality was the big downside. This car fetches high prices on the used market, though potential buyers should be attentive to excessive wear and tear and aftermarket modifications made by the previous owner.
02-24-2008, 10:03 PM
#38
sorry it's 238hp. i read it in a few different places, first in a factory book that i use to have. i have seen places that say 212, but i saw it from factory literature 238anyway here is a edmunds overview of the 8 that states that. enjoy.
In a manual-equipped Mazda RX-8, horsepower crests at 238 at 8,500 rpm, with redline hitting at an amazing 9,000. Low-end torque has never been a strong suit of rotary engines, and with a mere 159 pound-feet coming together at 5,500 rpm, the RX-8 doesn't really feel potent below 4,000. Fortunately, the rotary engine loves to rev and is very smooth when doing it.
Automatic RX-8s are tamer, redlining at just 7,500 rpm. If you're going to buy one, 2006 and newer models are your best bet, as they come with a more advanced six-speed automatic transmission with steering column-mounted paddle shifters. They also provide 212 hp at 7,500 rpm, compared to 197 in the '04 and '05 models, which came with a four-speed automatic.
Sold from 1993-'95 the RX-7, this model was turbocharged and capable of 255 hp at 6,500 rpm and 217 lb-ft of torque at 5,000 rpm.
In a manual-equipped Mazda RX-8, horsepower crests at 238 at 8,500 rpm, with redline hitting at an amazing 9,000. Low-end torque has never been a strong suit of rotary engines, and with a mere 159 pound-feet coming together at 5,500 rpm, the RX-8 doesn't really feel potent below 4,000. Fortunately, the rotary engine loves to rev and is very smooth when doing it.
Automatic RX-8s are tamer, redlining at just 7,500 rpm. If you're going to buy one, 2006 and newer models are your best bet, as they come with a more advanced six-speed automatic transmission with steering column-mounted paddle shifters. They also provide 212 hp at 7,500 rpm, compared to 197 in the '04 and '05 models, which came with a four-speed automatic.
Sold from 1993-'95 the RX-7, this model was turbocharged and capable of 255 hp at 6,500 rpm and 217 lb-ft of torque at 5,000 rpm.
I think a little more in deapth research on your part is in order.
Last edited by Easy_E1; 02-24-2008 at 10:05 PM.
02-24-2008, 10:46 PM
#39
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o.k check it out. the first place i read 238hp was in the little pamphlet book that came with the car. the one that's like 2x4 inches, not the one with instrument controls but the other one. i've been looking for it to take a pic and post but can't find it. if one of you still have the little book read up and take a pic for us.
other than that here also is a short overview i clipped from familycar.com
The RX-8 is quite a performance bargain. A four-speed automatic with 197 horsepower starts at $25,180, while the six-speed manual, with 238 horses, starts at $26,680.
motor trend's was more kind by writing this
All that's changed for the '04 Mazda RX-8. The new (non-turbo) Renesis 1.3-liter two-rotor engine delivers a linear and smooth 250 horsepower through a slick six-speed manual transmission and carbon-fiber prop shaft to the rear wheels.
and if you go to our friend at top gear he states a generous 228 brake horse power ( now he wouldn't lie to us would he)
checking on many overviews 238 bhp is the most suggested. but check you little book, really
other than that here also is a short overview i clipped from familycar.com
The RX-8 is quite a performance bargain. A four-speed automatic with 197 horsepower starts at $25,180, while the six-speed manual, with 238 horses, starts at $26,680.
motor trend's was more kind by writing this
All that's changed for the '04 Mazda RX-8. The new (non-turbo) Renesis 1.3-liter two-rotor engine delivers a linear and smooth 250 horsepower through a slick six-speed manual transmission and carbon-fiber prop shaft to the rear wheels.
and if you go to our friend at top gear he states a generous 228 brake horse power ( now he wouldn't lie to us would he)
checking on many overviews 238 bhp is the most suggested. but check you little book, really
02-24-2008, 11:58 PM
#40
FINALLY! i'm back - been out all freakin' day today -
anyways - got to run my lil' 8 on a dyno today n' got some pretty cool numbers
i originally was estimating my 8 to pull ~160whp on a dynojet, however, dumb me forgot i was gonna be running on the 'heart-breaker' of dynos, Mustang Dyno -
so after realizing that i immdiately changed my guess from ~160 to ~120 - lucky for me i got a nice lil' surprise and ran 153whp and 150 in 3rd and 144 in 4th
honestly they're not staggering numbers by any means but taking into consideration i was expecting the mustang dyno to be pretty 'harsh' in delievering it's results as compared the dynojet - i think i did pretty well - we also had the chance to compare my 6spd AT and a Stock 6spd MT - i'm not going to mention actual numbers, but in truth - the numbers weren't that far off
The only unfortunate part for me throughout the entire thing was that the dyno place (Neptune Speed) didn't have a working graph thing - so they couldn't print out my dyno on a graph - i did get a print out of some results - peak power @ 7250 - speed @ 84 - tq: 116
i'll post pic's and vid's tomorrow morning - til then - comment - or flame 
- either way, i'm going to bed
anyways - got to run my lil' 8 on a dyno today n' got some pretty cool numbers
i originally was estimating my 8 to pull ~160whp on a dynojet, however, dumb me forgot i was gonna be running on the 'heart-breaker' of dynos, Mustang Dyno -
so after realizing that i immdiately changed my guess from ~160 to ~120
- lucky for me i got a nice lil' surprise and ran 153whp and 150 in 3rd and 144 in 4th honestly they're not staggering numbers by any means but taking into consideration i was expecting the mustang dyno to be pretty 'harsh' in delievering it's results as compared the dynojet - i think i did pretty well - we also had the chance to compare my 6spd AT and a Stock 6spd MT - i'm not going to mention actual numbers, but in truth - the numbers weren't that far off
The only unfortunate part for me throughout the entire thing was that the dyno place (Neptune Speed) didn't have a working graph thing - so they couldn't print out my dyno on a graph - i did get a print out of some results - peak power @ 7250 - speed @ 84 - tq: 116
i'll post pic's and vid's tomorrow morning - til then - comment
- or flame - either way, i'm going to bed 153WHP is in line with what you would expect of a USDM. There are things you can do with an AT to increase your performance from that point.
Keep in mind the 6AT is the same engine as the 6MT. The 6AT engine is capable of producing the same HP as the 6MT engine.
Limits on the AT may also be the rev limit and ECU, versus simply drive train loss (though always more for ATs).
Drive train losses alone, does not account for the difference with the same engine, which is why the 6AT ECU is very suspect. In the case of the 4AT, you are talking about a slightly different engine. But, here too, the ECU is a factor. Mazda purposely "tamed" the AT model to protect the automatic transmission. They then stripped some items from the (4ATs) to save money and odd minor changes to the engine. Odd things like Mazda stripping an oil cooler (on the 4AT), just adds to the mind set of what Mazda was doing (which was on the nutty side).
The better choice for Mazda would have been to go with a dual clutch transmission, also known as semi-automatic. Had Mazda not lost its mind and was thinking clearly, they would have gone this route. Mazda has slightly recovered from insanity by offering the same engine for AT and MT, which by the way also saves COSTs. So the question is open, why they had done nutty things in the first place.
The thing to do with the present ATs would be to make changes to the ECU, remove the rev limit, install an automatic transmission fluid cooler, and replace the AT fluid with high performance fluid like Redline.
Last edited by sosonic; 02-25-2008 at 12:11 AM.
02-25-2008, 12:06 AM
#41
^thanks for your input sosonic
i realize that there are some significant gains that can be found in 'upgrading' the ecu - i eventually plan on getting the int-x, however i was wondering about removing the rev-limiter - i'll definately get more full range with my AT, but at what cost, is my real concern...
but yeah, i have recently picked up royal purple MAX ATF to replace my stock fluids in my tranny - is this a poor choice in your opinion? i know redline has been suggested a couple of times but i got the fluids for a pretty good deal so i went with it...what do you think? - anybody else is free to comment as well -
i realize that there are some significant gains that can be found in 'upgrading' the ecu - i eventually plan on getting the int-x, however i was wondering about removing the rev-limiter - i'll definately get more full range with my AT, but at what cost, is my real concern...
but yeah, i have recently picked up royal purple MAX ATF to replace my stock fluids in my tranny - is this a poor choice in your opinion? i know redline has been suggested a couple of times but i got the fluids for a pretty good deal so i went with it...what do you think? - anybody else is free to comment as well -
02-25-2008, 06:07 AM
#42
This thread was originally about the 4 port AT, I don't mind discussion of the 6 port AT but if we could please leave the 6 Port MT out of this discussion. There are enough threads about it already.
I've never tried the Royal Purple. I have used the Redline in other vehicles I have owned, with good results.
Let us know what you determine from the install. As far as rev limiter modification, Phils8 would be a candidate to discuss that with. He has raised his redline on his 4 PORT AT, he also has a Pettite Supercharger on it now.
I have to take the car in today so the Mazda Engineers can look at it. Last time they looked at it I had a hard time discussing the issue with them. They spoke very little english. We'll see this morning.
I've never tried the Royal Purple. I have used the Redline in other vehicles I have owned, with good results.
Let us know what you determine from the install. As far as rev limiter modification, Phils8 would be a candidate to discuss that with. He has raised his redline on his 4 PORT AT, he also has a Pettite Supercharger on it now.
I have to take the car in today so the Mazda Engineers can look at it. Last time they looked at it I had a hard time discussing the issue with them. They spoke very little english. We'll see this morning.
02-25-2008, 12:29 PM
#43
I'll snap his neck.
I believe the HP rating on the 6-port MT has been revised over the years. Originally it was supposed to make 250, but when it didn't Mazda offered a buyback program for the original owners or free scheduled maintenance (or something like that). Then it was revised down to 238. I believe it was revised down again to 232. That may have been a change to testing procedures or something. I know for example the horsepower rating of the 3.2L V6 in the Acura TL went from 270 in 2005 to 258 in 2006. Exact same engine, just a different rating standard.
02-26-2008, 06:41 AM
#44
Well the Mazda engineer couldn't find anything wrong with my loss of power.
But I did, last night after I picked the car up it was running a bit slower than usual. As I shifted at 5000 rpm from first to second it would POP out the exhaust. It also had a FLAT spot about 4500 rpm. Just before the secondary injectors kick in. A little hesitation.
This morning I ran the RPMS up and it wouldn't go above 6200. Then it happaned ,, the CEL came on. I drove a liitle longer in lower RPMs and the CEL went away. So I tried it again, same thing.
I think I have a bad CAT. Back to the dealer after work. At least now I have a couple of CEL's recorded.
But I did, last night after I picked the car up it was running a bit slower than usual. As I shifted at 5000 rpm from first to second it would POP out the exhaust. It also had a FLAT spot about 4500 rpm. Just before the secondary injectors kick in. A little hesitation.
This morning I ran the RPMS up and it wouldn't go above 6200. Then it happaned ,, the CEL came on. I drove a liitle longer in lower RPMs and the CEL went away. So I tried it again, same thing.
I think I have a bad CAT. Back to the dealer after work. At least now I have a couple of CEL's recorded.
Last edited by Easy_E1; 02-26-2008 at 06:47 AM.
02-26-2008, 07:06 AM
#45
^thanks for your input sosonic
i realize that there are some significant gains that can be found in 'upgrading' the ecu - i eventually plan on getting the int-x, however i was wondering about removing the rev-limiter - I'll definitely get more full range with my AT, but at what cost, is my real concern...
but yeah, i have recently picked up royal purple MAX ATF to replace my stock fluids in my tranny - is this a poor choice in your opinion? i know redline has been suggested a couple of times but i got the fluids for a pretty good deal so i went with it...what do you think? - anybody else is free to comment as well -
i realize that there are some significant gains that can be found in 'upgrading' the ecu - i eventually plan on getting the int-x, however i was wondering about removing the rev-limiter - I'll definitely get more full range with my AT, but at what cost, is my real concern...
but yeah, i have recently picked up royal purple MAX ATF to replace my stock fluids in my tranny - is this a poor choice in your opinion? i know redline has been suggested a couple of times but i got the fluids for a pretty good deal so i went with it...what do you think? - anybody else is free to comment as well -
This thread was originally about the 4 port AT, I don't mind discussion of the 6 port AT but if we could please leave the 6 Port MT out of this discussion. There are enough threads about it already.
4 ports are the step children of the RX8 crowd. We get no respect
I've never tried the Royal Purple. I have used the Redline in other vehicles I have owned, with good results.
Let us know what you determine from the install. As far as rev limiter modification, Phils8 would be a candidate to discuss that with. He has raised his redline on his 4 PORT AT, he also has a Pettite Supercharger on it now.
I have to take the car in today so the Mazda Engineers can look at it. Last time they looked at it I had a hard time discussing the issue with them. They spoke very little english. We'll see this morning.
4 ports are the step children of the RX8 crowd. We get no respect
I've never tried the Royal Purple. I have used the Redline in other vehicles I have owned, with good results.
Let us know what you determine from the install. As far as rev limiter modification, Phils8 would be a candidate to discuss that with. He has raised his redline on his 4 PORT AT, he also has a Pettite Supercharger on it now.
I have to take the car in today so the Mazda Engineers can look at it. Last time they looked at it I had a hard time discussing the issue with them. They spoke very little english. We'll see this morning.
Well the Mazda engineer couldn't find anything wrong with my loss of power.
But I did, last night after I picked the car up it was running a bit slower than usual. As I shifted at 5000 rpm from first to second it would POP out the exhaust. It also had a FLAT spot about 4500 rpm. Just before the secondary injectors kick in. A little hesitation.
This morning I ran the RPMS up and it wouldn't go above 6200. Then it happaned ,, the CEL came on. I drove a liitle longer in lower RPMs and the CEL went away. So I tried it again, same thing.
I think I have a bad CAT. Back to the dealer after work. At least now I have a couple of CEL's recorded.
But I did, last night after I picked the car up it was running a bit slower than usual. As I shifted at 5000 rpm from first to second it would POP out the exhaust. It also had a FLAT spot about 4500 rpm. Just before the secondary injectors kick in. A little hesitation.
This morning I ran the RPMS up and it wouldn't go above 6200. Then it happaned ,, the CEL came on. I drove a liitle longer in lower RPMs and the CEL went away. So I tried it again, same thing.
I think I have a bad CAT. Back to the dealer after work. At least now I have a couple of CEL's recorded.
You must have something going at the dealer with all the trips you make there, has you wife started questioning you ? 
02-26-2008, 07:02 PM
#48
^hey 09 factor - i know i should search this because it's a dumb question - but what kind of gains can one see with an EMU? i ask because most of the stuff i've been reading up on recently is on the int-x and i keep seeing number gains thrown out there, even from NA's. i haven't really seen much from the EMU for NA's- can you fill me in?
sorry easy for the threadjack again
sorry easy for the threadjack again