Hey Everyone,
Well, we've finally put our protege on the dyno. This was a long time coming, but we had to work out a few bugs before we felt comfortable putting it on the dyno. By the way, all numbers are SAE Corrected.
First, a little background info. on the car's motor/tranny/turbo setup:
- 2002 Protege ES 2.0L, 5 spd.:
- Stock Engine
- ACT HD/SS clutch
- Fidanza flywheel
- Quaife LSD
- Custom 2.5" exhaust system
- Custom Turbo Setup:
- Kiwi Fabrications SS manifold
- Garrett T28 Ball Bearing turbo
- Custom 2.5" down pipe
- Tial Sport wastegate
- HKS intercooler
- Tial Sport BOV
- Custom intercooler piping
- HKS air filter
- Apex-i AVC-R boost controller
- Fuel Management Setup:
- RC 370 cc/min injectors
- Vortec 6:1 FMU
- Split Second Programmable Signal Calibrator w/R4 software
(Modifies MAF signal to fine tune the fuel system via a laptop)
Dec. 27, 2002:
On our first run for the day, we put out 160.9 WHP and 173.8 WTQ at 6.5 psi. We were a little disappointed, but then we looked at the A/F graph and were like whoa, it's lean at the lower rpms and then very rich up top (darn Vortec FMU).
On our last run for the day, we put down 177.9 WHP and 182.6 WTQ at 6.5 psi with just tuning the A/F ratio from 4500 rpm to redline. Not exactly what we were hoping for, but we couldn't tune the lower rpms without throwing a check engine light.
We talked with some the guys at Mazda's Mazdaspeed Division regarding the inability to tune the lower rpms without throwing a check engine light. They told us that we could not make any changes to the A/F ratio below 4500 rpms because the stock ECU stays in closed loop operation until that point, even though the car is at WOT.
So basically, our Vortec FMU is fighting the stock ECU below 4500 rpms. The FMU wants to keep more fuel in the rail to feed the injectors, but the ECU prevents the injectors from spraying since it wants to see a 14.7 A/F until 4500 rpms (at which point it goes from closed loop mode to open loop mode). Our fuel guage goes crazy from 2500 to 4500 rpms and then steadies out until redline.
We are working with a company to solve this problem by hacking the stock ECU to get it into open loop at WOT at any rpm, which will let us continue using the Split Second PSC. If this doesn't go through, we'll have to use a stand alone setup. So, hopefully the MicroTech setup Terry is working on will solve this problem.
After talking with the Mazdaspeed Division guys again, we decided to up the boost. They said that even though the A/F below 4500 rpms is un-tunable for now, the potential for damaging the motor in that rpm range is slim for the boost we want. Though they did advise not to go past 9 psi or we'll have to find a way to retard the timing.
Jan. 10, 2003:
On our first run for the day, we put down exactly the same numbers as our last run on Dec. 27 still at 6.5 psi (same exact weather conditions).
On our last run for the day, we laid down 200.7 WHP and 200.3 WTQ at 8.5 psi and maintained an A/F of approx. 12.1:1 from 4500 rpms to redline. We were fairly pleased with these numbers (100 WHP more than the stock WHP).
Once we get the lower rpm tuning problem solved, the entire HP and TQ graph will be raised up. Until then, there is not much more we can do to increase the power without going to a stand alone engine management system. Hopefully we can get 220 WHP with the hacked stock ECU and the Split Second PSC.
Also, the Mazdaspeed Division guys said that the stock rods are good to 225 WHP before they bend, just an FYI.
Cheers,
-Shawn
Well, we've finally put our protege on the dyno. This was a long time coming, but we had to work out a few bugs before we felt comfortable putting it on the dyno. By the way, all numbers are SAE Corrected.
First, a little background info. on the car's motor/tranny/turbo setup:
- 2002 Protege ES 2.0L, 5 spd.:
- Stock Engine
- ACT HD/SS clutch
- Fidanza flywheel
- Quaife LSD
- Custom 2.5" exhaust system
- Custom Turbo Setup:
- Kiwi Fabrications SS manifold
- Garrett T28 Ball Bearing turbo
- Custom 2.5" down pipe
- Tial Sport wastegate
- HKS intercooler
- Tial Sport BOV
- Custom intercooler piping
- HKS air filter
- Apex-i AVC-R boost controller
- Fuel Management Setup:
- RC 370 cc/min injectors
- Vortec 6:1 FMU
- Split Second Programmable Signal Calibrator w/R4 software
(Modifies MAF signal to fine tune the fuel system via a laptop)
Dec. 27, 2002:
On our first run for the day, we put out 160.9 WHP and 173.8 WTQ at 6.5 psi. We were a little disappointed, but then we looked at the A/F graph and were like whoa, it's lean at the lower rpms and then very rich up top (darn Vortec FMU).
On our last run for the day, we put down 177.9 WHP and 182.6 WTQ at 6.5 psi with just tuning the A/F ratio from 4500 rpm to redline. Not exactly what we were hoping for, but we couldn't tune the lower rpms without throwing a check engine light.
We talked with some the guys at Mazda's Mazdaspeed Division regarding the inability to tune the lower rpms without throwing a check engine light. They told us that we could not make any changes to the A/F ratio below 4500 rpms because the stock ECU stays in closed loop operation until that point, even though the car is at WOT.
So basically, our Vortec FMU is fighting the stock ECU below 4500 rpms. The FMU wants to keep more fuel in the rail to feed the injectors, but the ECU prevents the injectors from spraying since it wants to see a 14.7 A/F until 4500 rpms (at which point it goes from closed loop mode to open loop mode). Our fuel guage goes crazy from 2500 to 4500 rpms and then steadies out until redline.
We are working with a company to solve this problem by hacking the stock ECU to get it into open loop at WOT at any rpm, which will let us continue using the Split Second PSC. If this doesn't go through, we'll have to use a stand alone setup. So, hopefully the MicroTech setup Terry is working on will solve this problem.
After talking with the Mazdaspeed Division guys again, we decided to up the boost. They said that even though the A/F below 4500 rpms is un-tunable for now, the potential for damaging the motor in that rpm range is slim for the boost we want. Though they did advise not to go past 9 psi or we'll have to find a way to retard the timing.
Jan. 10, 2003:
On our first run for the day, we put down exactly the same numbers as our last run on Dec. 27 still at 6.5 psi (same exact weather conditions).
On our last run for the day, we laid down 200.7 WHP and 200.3 WTQ at 8.5 psi and maintained an A/F of approx. 12.1:1 from 4500 rpms to redline. We were fairly pleased with these numbers (100 WHP more than the stock WHP).
Once we get the lower rpm tuning problem solved, the entire HP and TQ graph will be raised up. Until then, there is not much more we can do to increase the power without going to a stand alone engine management system. Hopefully we can get 220 WHP with the hacked stock ECU and the Split Second PSC.
Also, the Mazdaspeed Division guys said that the stock rods are good to 225 WHP before they bend, just an FYI.
Cheers,
-Shawn
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