Brettus Turbo install thread
11-13-2008 | 12:06 AM
#106
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From: Y-cat-o NZ
no idea about the Mazsport . The Greddy was a mission to get around it but doable . If you have the Greddy kit i'm more than happy to explain how I did it - without the unecessary stuff i did .....
11-13-2008 | 11:27 AM
#109
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From: Y-cat-o NZ
Someone asked me if he could have it seeing as it was no-ones' RX8 ... smart ****!
Have managed to get boost up a little in the higher rpm range (staying at 8psi) by increasing the gain . Now am at8psi at 6000 and 7psi at 7000.What that does however is create a bigger spike earlier on .
Just found a note on another thread where MM says the stock spring on the actuator is not stiff enough to hold high boost past 6500 which would explain what is going on . Will look into what I can do there .....
Have managed to get boost up a little in the higher rpm range (staying at 8psi) by increasing the gain . Now am at8psi at 6000 and 7psi at 7000.What that does however is create a bigger spike earlier on .
Just found a note on another thread where MM says the stock spring on the actuator is not stiff enough to hold high boost past 6500 which would explain what is going on . Will look into what I can do there .....
Last edited by Brettus; 11-13-2008 at 12:31 PM.
11-14-2008 | 12:17 PM
#111
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From: Y-cat-o NZ
Hi Jim,
The 'funny feelings' thing he's referring to is what I guessed was a lack of spark energy on the back-end. Turned out I was right. IIRC, the dwell was originally set to 2ms by Scott but then I left it around 3.2ms. Not being familiar with the hardware then, I decided not to experiment with it.
B
The 'funny feelings' thing he's referring to is what I guessed was a lack of spark energy on the back-end. Turned out I was right. IIRC, the dwell was originally set to 2ms by Scott but then I left it around 3.2ms. Not being familiar with the hardware then, I decided not to experiment with it.
B
Stole this quote from the Esmeril thread - seems to back up what I was suggesting earlier .
It seems Scott originally set the interceptor x dwell times to 2.0ms for ALL applications.
Stock dwell , if my theory on the tables is correct is a lot higher than that and that would explain why many people did not have problems with the Mazsport coils who did not have the interceptor x .
This is just speculation from third party hearsay and the interpretation of the stock dwell tables that Hymee & I came up with . BUT , it would explain a lot of the issues people had with those coils earlier on .
Last edited by Brettus; 11-14-2008 at 12:21 PM.
11-14-2008 | 12:22 PM
#112
11-14-2008 | 12:31 PM
#113
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Yep - figured that out from an old post of yours 
am going to adjust the actuator arm as much as i can and see what I can get . I'm only aiming for 8psi and that might just get me close .....
am going to adjust the actuator arm as much as i can and see what I can get . I'm only aiming for 8psi and that might just get me close .....
11-14-2008 | 09:56 PM
#114
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OK did that - adjusted the actuator right in as far as i could .
Without boost controller it now runs at 7 psi tapering to 6.3psi at 8000 .
With boost controller i have it at 8psi through to about 6500 then 7.0 at 7600 and 6.3 at 8000 .
Mass airflow is now up around 315 g/s .
I'm happy with that - it will be up around 270 -280hp which was what i was hoping for .
Don't seem to be getting a lot of benefit from the upgraded cold side . I wont ever know unless i put the bigger actuator on i guess .
also have noticed secondary injectors are at 100% duty cycle so i dont think I should go any further without bigger injectors .....
Without boost controller it now runs at 7 psi tapering to 6.3psi at 8000 .
With boost controller i have it at 8psi through to about 6500 then 7.0 at 7600 and 6.3 at 8000 .
Mass airflow is now up around 315 g/s .
I'm happy with that - it will be up around 270 -280hp which was what i was hoping for .
Don't seem to be getting a lot of benefit from the upgraded cold side . I wont ever know unless i put the bigger actuator on i guess .
also have noticed secondary injectors are at 100% duty cycle so i dont think I should go any further without bigger injectors .....
Last edited by Brettus; 11-14-2008 at 10:00 PM.
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11-16-2008 | 12:21 AM
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From: Y-cat-o NZ
MM gave me some pointers on the Greddy cold side upgrade thread . So I spent the day playing
This is what I learnded
*I need to run the turbo at a higher pressure to stay in it's efficiency range for longer.
*also need to shift earlier - around 7500 because the turbo goes out of its efficiency range before then.
*With the wastegate adjusted ,the turbo holds 9.5 psi at it's outlet all the way to the redline ......... But at as the revs go up the losses through the system reduce that pressure by as much as 2.5 psi at the manifold .
*Mashing the throttle at 10 psi in 2nd gear will cause fast and furious tokyo drifts . Note to self -need to learn throttle control .
think I must be awfully close to 300hp now
This is what I learnded
*I need to run the turbo at a higher pressure to stay in it's efficiency range for longer.
*also need to shift earlier - around 7500 because the turbo goes out of its efficiency range before then.
*With the wastegate adjusted ,the turbo holds 9.5 psi at it's outlet all the way to the redline ......... But at as the revs go up the losses through the system reduce that pressure by as much as 2.5 psi at the manifold .
*Mashing the throttle at 10 psi in 2nd gear will cause fast and furious tokyo drifts . Note to self -need to learn throttle control .
think I must be awfully close to 300hp now
11-16-2008 | 08:04 AM
#124
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MM gave me some pointers on the Greddy cold side upgrade thread . So I spent the day playing
This is what I learnded
*I need to run the turbo at a higher pressure to stay in it's efficiency range for longer.
*also need to shift earlier - around 7500 because the turbo goes out of its efficiency range before then.
*With the wastegate adjusted ,the turbo holds 9.5 psi at it's outlet all the way to the redline ......... But at as the revs go up the losses through the system reduce that pressure by as much as 2.5 psi at the manifold .
*Mashing the throttle at 10 psi in 2nd gear will cause fast and furious tokyo drifts . Note to self -need to learn throttle control .
think I must be awfully close to 300hp now
This is what I learnded
*I need to run the turbo at a higher pressure to stay in it's efficiency range for longer.
*also need to shift earlier - around 7500 because the turbo goes out of its efficiency range before then.
*With the wastegate adjusted ,the turbo holds 9.5 psi at it's outlet all the way to the redline ......... But at as the revs go up the losses through the system reduce that pressure by as much as 2.5 psi at the manifold .
*Mashing the throttle at 10 psi in 2nd gear will cause fast and furious tokyo drifts . Note to self -need to learn throttle control .
think I must be awfully close to 300hp now
If you're shifting at 7500, you're going to find yourself still at 250 range :P
The amount of time you're spending trying to figure out how to bandaid it would be better spent drooling over the 3071R
11-16-2008 | 10:45 AM
#125
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From: Y-cat-o NZ
I beg to differ ......
https://www.rx8club.com/attachment.p...4&d=1134421485
Yes the bigger turbo would be awesome - but i'm having plenty of fun with what i already have and depending on how long it lasts i may just keep rebuilding it instead of upgrading
https://www.rx8club.com/attachment.p...4&d=1134421485
Yes the bigger turbo would be awesome - but i'm having plenty of fun with what i already have and depending on how long it lasts i may just keep rebuilding it instead of upgrading
Last edited by Brettus; 11-16-2008 at 10:48 AM.