Oh no...

 

..?

 

derp. missed this comment. not sure if this was also directed towards me, but I have only stuck by VT because I have put a solid amount of effort into helping them bring the software to this platform that I would be an *** to just bail after all their efforts. I also like their interface, but that's the developer in me lol.

 

As someone who has used practically every ECU solution ever made for the S1 rx8 I admire your quest for adventure .

 

Us S2 guys can use all the options we can get lol. Just putting forth my efforts

 

I give up. Am I just doing it wrong or is there something wrong with my car? It really does look as though changes to the MAF cal above 100g/s have no effect (at least in closed loop)

 

Have not checked this but , I don't think you can even be in closed loop at 100g/s ?????

Changes to the maf table definitely do have an effect . what exactly are you doing and trying to achieve ?

 

In 2nd gear my car switches to open loop at around 150g/s. I don't have many closed loop samples from my logs over 100g/s though, so it may be that my results are being affected by latency of the readings or throttle tip in/out.

I'm basically just trying to dial in the MAF calibration before messing with open loop fueling tables. For now, I've decided to just scale everything above 100g/s by a fixed amount, set the open loop AFR to 12.67 in all tables/cells and go see what happens.

The car is a stock series 2 (stock intake) with a mid-pipe fitted for track weekends.

Ultimately I want to end up with a tune for the track (w/ mid-pipe) and a tune for the street that optimizes AFR while keeping the cat safe.

 

150g/s before it goes into OL ? Wow ! I can't imagine how you are doing that .

Some of the things you guys are doing with the maf table really make me scratch my head . I've tuned multiple rx8s and it's rare that I even touch the maf table . Only when LTFT is out of whack and I know it is unlikely that some fault is causing it.
I guess there are several ways to achieve the same result - the way you are doing it is the hard way . IMHO

 

That's the stock behaviour on an s2. Or at least on my s2.

 

interesting. I will see if mine does the same thing.

 

Any updates Paimon?

 

Nothing , starting to give up hope. I sent an email at the end of last week for an update... no response yet.

 

blah

 

Any idea how much the midpipe is adding by itself? I had a dyno run with Racing Beat v2 software and midpipe on my Series I. It added 12 hp, but only at the very top of the rpm range. i had already decided i wasn't going to use that range a lot because of a comment I read on the lack of balance of the rotors at the top. So I bagged them both. (Plus it was a pain to change the mid pipe - I needed new bolts every time.)



There is a type in the notes - these were 4th gear pulls.

 

I'm impressed that they are actually going to provide a solution for that . With protuner we were left in the lurch .

 

Same with ME i suppose. But he is a bit abstract in his response especially when he says "hardware". So i wonder if that means if we brick the ECU we have to mail it to them to unbrick.

 

The difference with ME is that the way it works seems less likely to cause a bricking than Protuner . But yeah if it does happen , there is no solution.

 

I'm aware of a couple flat out hard crashes with ME during flash that were all recoverable by restarting the flash.

One of which involved a lightning strike, fried hard drive, and power outage.

 

must be something about the S2 ecu. not sure.

 

The lightning strike catastrophic power loss recovery happened with an S2...

 

oh interesting. Then i have no idea wtf VT is doing lol

 

Wow - that's impressive !!!!!

 

Maybe it's because of the open port folks have been able to recover.

With my luck I'll be the guy that fries his ECU.

 

My logs show some very small gains in acceleration (1-2mph but at higher air temps) at the end of a straight. I also have new coils and lowered the car between those runs so this is not all from the midpipe which I have to conclude is not making a big difference. My main reason for running the midpipe is to avoid burning up the expensive catalyst on the track. Actually, I have put the cat back in for daily driving.

I will try and get a dyno run at some point, but making a back to back comparison is unlikely to happen. I do have an earlier dyno, but that is also before changing coils.

btw, your dyno looks very smooth and healthy - good to see, mine was not like that at the top end.