HAHA, sorry guys, I messed up a spark plug and never got to fix it until Monday due to some Army Obligations.

Chip is coming out to re-tune Monday as we swapped the boost to 12psi.

 

Chip came out today and we got the car re-tuned. Shes running great at 12 psi, no issues at idle either!

Im waiting on a customer to bring his RS4 back in for Dyno time

 

Awesome!

 

I dont know how to say this....

I just was given a great job offer, but it is in Boston, MA. I wont be taking the RX8 with me...so I dont know how the for seeable future for dyno time looks.

She is running strong at 12.5 psi up to 6k, then Im getting some SSV issues I think because it bogs down and will not go past that rpm range.

 

Email me a log of the cutting out, and the map. I can help sort it out if you like. Andy is also going to work on fan controls for us.. A new firmwaren should be out soon. Also plug and play s2 models will finally be available in the near future..

 

Dude bring the 8 to Mass!!!!!!

 

Bump for 2 left in stock

 

uh oh. i'm going to need one of those once my car is ready to send to you.

 

Im 100% sure its the SSV valve issue most turbo peeps are having. Today driving in, if I ease onto the throttle it'll get past the 6k mark. When I get down time, Im going to rip out the valve and put in the block like the greddy kit.

 

The Greddy has a block off plate for the APV, not the SSV.

 

I found that seafoam now comes in an aerosol spray can!!! I bought some to clean the valves and such...time to make a good ol' smoke show in the neighborhood!!!

 

Complete waste of time.

 

To each his own buddy.

 

Yeah I guess so.

 

I just got off the phone with one of our customers. 4 port auto with a greddy kit @ 7psi made 256rwhp. Car has a walbro, and ID1000 secondaries. Zero check engine lights, car runs perfectly he said. This customer runs a tuning shop in NY...

 

Hmm, I wonder how it would do at 10psi. Is it the stock greddy turbo or has it been modified?

 

wow a 4port making 250+ on a greddy. Damn, where is the dyno chart?

 

Stock Greddy. I suspect it would only raise the midrange as the turbine wheel/housing/manifold is too restrictive in the higher rpms.

Hes working on sending me a video, dyno was a dynojet..
I followed up with him today and he said his customer has been driving it very hard, and it extremely happy.

 

Might have missed it in the thread, do you have the S2 up and running?

 

Where to start....

It's been a long 3 months without my 8. One false start and a bit of back and forth between Dave, Elliot, and Adaptronic Australia -- all professional and cooperative but at times contradictory.

So after, literally, 90+ dyno runs my Adaptronic conversion project is coming to a close. When talking with Dave yesterday I could tell he was just as happy as me to be at this point as this project has had its share of pain points for us.

First -- if you're going to wire in a 3rd party wideband (this was the initial recommended course of action) make sure you're using a top notch gauge and sender -- read NOT Autometer. Perhaps I'd have had better luck with an Innovate but ultimately I gave up on a 3rd party AFR source and have been using the stock O2 with zero issues. Others that I've spoken with directly, and indirectly, have done similar.

Next -- SSV Solenoid (P0661) -- Myself and others have experienced the same issue here. One of the problems is that SSV comes disabled out of the box -- at least with the maps I had. Once set the SSV opens and closes at the appropriate RPMs but it does so in a full on / full off manner, rather than how the Mazda ECU does a nice smooth open / close. Additionally the return wire (I believe it is a ground) to the Mazda ECU contains no signal so the ECU naturally throws a voltage low on this line resulting in the P0661. Ultimately what we did to resolve this was to bypass the Adaptronic entirely for the SSV and am back to using the stock ECU tables for it -- without issue or code. Granted I could've suppressed the code with my AP and perhaps with a future firmware I'll revisit this piece completely, but for now, SSV is back to stock.

And then --- VDI -- This was simple, and obvious but had some crudity in getting it lined up with my 4 port. The base map has it set to a range more suitable for the high power renesis (8200 or a little higher if memory serves correctly) -- well a 4 port spends very little time @ 8200 or above and only with the rev limit increased. We settled mine down to about 7000 and did some adjustments timing wise. Initially Dave was seeing a nice big dip as it would kick in but he was able to get it smoothed out by adjusting (I believe) the pulse width. Fortunately there is no code for the VDI solenoid voltage condition, otherwise we'd have likely thrown a code for it too as it appears to be wired similar to the SSV.

Another gotcha was the Injector table. The Adaptronic has three input values for injectors --- P1, P2, and S1. Since I'm a 4 port there is no P2 and the initial direction I was provided was to zero out the P2s. Through experimentation Dave proved that there's no way in hell that would ever work and I eventually got word from Elliot that we needed to halve my primaries between the P1 and P2 cells... no biggy -- except a little ruffling of feathers when I realized that was exactly what Dave did to get things stable fuel wise initially. Perhaps it was the version of WARI and firmware we were running -- in any event this is another area of caution for other 4 port owners out there at the moment.

I love being a beta tester -- and don't be fooled for a second -- the adaptronic platform for the 8 is in its infancy and requires further development -- but it is certainly doable and the results are worth the trouble. I hope Adaptronic continues investment in this space as this box is just shy of being the only thing anyone would ever want to use for tuning.

I'll get around to creating my "boosted" thread one of these days. I've been FI for 3 years at this point and have had a shitload of fun. Between Dave, Jeff, Bryan, Charles, Elliot, and countless folks here I've learned more about my car than ever imagined on the day I bought it.

My initial NA baseline was 138 on a Mustang in Ontario and later 144 on Dave's dynojet @ Speed1 (was KDR at the time). Beyond the atmospheric and dyno differences the only other notable change between these two runs was the addition of BHR coils.

Stock GReddy with AEM intake, stock injectors, stock fuel pump, BHR ignition, and an In person Jeff tune (nothing beats the LIVE Jeff show) I stabilized at 186 @ 6 PSI. We peaked @ 192 but settled it down a little because I wanted to be on the conservative side back then.

The stock GReddy gave up the ghost at some point (main seal) and I shipped it off to Bryan @ BNR for his rebuild and upgrade. I never got retuned and noticed that Bryan's turbo breathed less than stock, as evidenced by much lower AFRs and likely caused by the big *** wheel he uses -- a topic for another thread (read potential source of future main seal failure -- I say this cause it has already happened once but Bryan was quick to replace my turbo a second time over it)

I had suspected for a while that I was running less boost (although my cheap *** Autometer gauge never truly reflected it) and the Adaptronic confirmed as much. @ 5 PSI with the Adaptronic my 4 port was pulling about 165 hp on Dave's dyno. The only other notable change today is that I've put in some ID1000s on my secondaries.

Bryan always says "more boost" -- I love it as it seems to be a very standard answer from him

So that's exactly what we're doing. This week I'm installing a manual boost controller and am going to dial it up 7-8 PSI. I wanted to go to 9 but Dave is wary ... I've turned it over to him to find the sweet spot and likely by Friday will have my baby back.

Will post a couple sheets once I have them in hand... I obviously have plenty to share.

In other news....

Over the years I've seen a gradual loss of compression -- still within tolerance but it's there none the less. Cranking up boost isn't so much of a concern any more for me as I know what the future holds.... One thing that has me intrigued is that with the Adaptronic I can very likely run a 6 port port motor and my Mazda ECU will be none the wiser.... Hopefully that project is still a couple years away but the prospect of having likely the only US 2004 6 port AT is pretty neat.

 

Any idea what his baseline #s were, Elliot? 256 smeels wong for a 4 port stock GReddy @ 7psi. He'd have to have been putting down some serious NA power to be there.

Also, did you ever learn how they overcame their SSV issues? Would've liked to have heard from you on it...

 

Thanks for sharing. So are you also using the Cobb to suppress CEL's? I'd like to consider this option in the future but the biggest issue I have with going this route is dealing with Turblown again.

 

I still need to verify that it is actually passing the O2 readiness test. There are no active codes and my MM AP map was unloaded very early on to rule out the possibility of interference.

I have no gripe with Elliot. He's just overwhelmed with business like every other decent shop out there.... IMHO.

And you don't necessarily have to, 9k.... Clicky

 

Thanks for the link, I didn't see that they sold direct when I visited the site before. This seems like it would be a welcome addition and make tuning a little bit easier.

What would you say are the majors cons in going this route (aside from the issues you stated already)?

 

General lack of support and inconsistent messaging from the reseller and manufacturer are the biggest things holding it back. I think this has A LOT to do with it still being fairly new to market.

Now don't take that as too disparaging. I just got done exchanging a couple emails with Andy @ Adaptronic over some datalogging stuff (I plan on utilizing my Adaptronic's rs232 output port) to my Android carpc.

With your experience, and the support of SARX, you'd have this thing wired up and purring in no time. Gawd if I only still lived down in San Antonio -- you guys would've saved me from a few headaches these past few months.