I hope this helps improve our rotary community, really appreciate you guys posting this free lesson, it seems a lot of ppl really need this information
One of the things the RX-8 does is a negative split for the trailing plugs, so they fire first. Some people, running low compression rotors, have gotten the split at -17 at idle and -45 degrees at higher rpm but low load, just making sure it tapers to 0 just before boost. It also gives a thing that will catch some people offguard by the fuel mixture going a lot leaner on their sensor as it causing a fuller burn of the fuel in the combustion chamber, combined with temps going up as well. Several people have been messing with a more aggressive negative split in some areas to get the car to spool a little bit sooner too, but control EGTs with additional fueling. I am currently running a Megasquirt 3 on my 87 RX-7, and running the negative split has been noticeable getting away from a stop.
Awesome video. I definitely need to get my car on a dyno so I can dial in the values that are hard to get to by street tuning! the last 15% seems to be the hardest....and getting the megasquirt transitions at light throttle to not buck.
Theory goes 95 percent burnt by leading, theory,??? Why did he the 787b have 3 plugs per rota chamber, and if anyone has ever experienced their trailing spark ignitor or coil fails the engine loses alot of power, which leads me to believe the trailing plugs perform alot more than 5 percent of the work, many years of N A tuning shown trailing was important, but very close split, , just my two cents worth, been a member of HPA for 6 years, totally valuable information
I remember building an engine for a well known rotary company they told me to reuse some of the old internal apex seals and side seals I reluctantly reused it, after first full load Dyno run pop removed engine again and behold apex seals had fracture marks and piece flew out turbo lucky no damage new parts used.
You can test the injectors yourself but it's a bit tedious and involves y=mx+b spreadsheet work. The ECU needs to be able to test the output with a controlled PW for a specific number of cycles. A Megasquirt for example, you set pulse width and cycles. Super easy. On a Maxx ECU you have to use the BT app and run it for a specific amount of time then calcuybthe cycles completed. A pain but still possible.
Can anyone advise of how much additional fuel I should be dumping in, when off throttle and running premix? I'd suspect if the seals would be starved of lubrication" if I reduced the the injectors down as much as I would a piston engine.
Best to ask them directly, the Haltech might be a better option at this point in time. They also own Adaptronic now too. We haven't used one yet but FuelTech is also popular int the rotary scene - Taz.
You will need to be more specific sorry, what fuel? There are many options depending on what your class rule book says, and suffice to say, you can also race on 'pump gas' 😎 - Taz.
Quick question about the Adaptronic. I have an old Haltech e11v2 that I want to upgrade from. On these old Haltech ecus, you don't tell the ecu what size injectors they are. This video has shown me that with Adaptronic, you have to tell the ecu what injectors you have. What if you have a situation where you don't know the injectors size or brand? Is there a way to make the ecu run the injectors open or in dumb mode like the Haltech?
@@sexyfacenation Sure but I still want to know if that ecu is capable of running injectors in dumb mode? Reason being is because it allows me to do weird fuel related experiments with custom intake manifolds.
@@sexyfacenation My Haltech E11 is an old ecu that allows this. In dumb injector mode, you can mix and match injectors and the ecu don't care because it doesn't know what its pulsing. It just sends the pulses. Sure it makes tuning more difficult but you can do some nice tricks with your setup. I'd like a similar feature on the Adaptronic.
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I hope this helps improve our rotary community, really appreciate you guys posting this free lesson, it seems a lot of ppl really need this information
One of the things the RX-8 does is a negative split for the trailing plugs, so they fire first. Some people, running low compression rotors, have gotten the split at -17 at idle and -45 degrees at higher rpm but low load, just making sure it tapers to 0 just before boost. It also gives a thing that will catch some people offguard by the fuel mixture going a lot leaner on their sensor as it causing a fuller burn of the fuel in the combustion chamber, combined with temps going up as well. Several people have been messing with a more aggressive negative split in some areas to get the car to spool a little bit sooner too, but control EGTs with additional fueling. I am currently running a Megasquirt 3 on my 87 RX-7, and running the negative split has been noticeable getting away from a stop.
Fuel mix showing leaner on a gauge is a sign of incomplete burn.
whats your FB name? i'd love to chat more about this.
Awesome video. I definitely need to get my car on a dyno so I can dial in the values that are hard to get to by street tuning! the last 15% seems to be the hardest....and getting the megasquirt transitions at light throttle to not buck.
This is great to see! Don't have time to watch it today but I will before I go back to work next year for sure. Thanks!
Awesome video. I've been waiting for this for a while. ROTARY POWER!!!
Save the Doritos engine
Theory goes 95 percent burnt by leading, theory,??? Why did he the 787b have 3 plugs per rota chamber, and if anyone has ever experienced their trailing spark ignitor or coil fails the engine loses alot of power, which leads me to believe the trailing plugs perform alot more than 5 percent of the work, many years of N A tuning shown trailing was important, but very close split, , just my two cents worth, been a member of HPA for 6 years, totally valuable information
Great in depth video, is there much difference between the link ecu and the adaptronic?
why does your EGT get so high? even at idle its at 600 plus C thats over 1100 degrees F at idle?? thats crazy
Would you ever install a VGT on a 13b? To get more low rpm power, or would the increased backpressure harm the wankel internals?
for all of that you can run higher compression rotors
If you run a big turbo VGT turbo like the HE500V it should do fine.
I remember building an engine for a well known rotary company they told me to reuse some of the old internal apex seals and side seals I reluctantly reused it, after first full load Dyno run pop removed engine again and behold apex seals had fracture marks and piece flew out turbo lucky no damage new parts used.
Can you address the issue of front/rear rotor fuel offsets? Apparently the rear rotors need extra fuel.
If injector data is not available how would the ecu be setup accordingly?
You can test the injectors yourself but it's a bit tedious and involves y=mx+b spreadsheet work.
The ECU needs to be able to test the output with a controlled PW for a specific number of cycles. A Megasquirt for example, you set pulse width and cycles. Super easy. On a Maxx ECU you have to use the BT app and run it for a specific amount of time then calcuybthe cycles completed. A pain but still possible.
Variable timing on a rotary, cam phaser on the drive shaft, could it work?
Can anyone advise of how much additional fuel I should be dumping in, when off throttle and running premix? I'd suspect if the seals would be starved of lubrication" if I reduced the the injectors down as much as I would a piston engine.
Any major differences between the adaptronic ecu and the haltech ps1000?
Best to ask them directly, the Haltech might be a better option at this point in time. They also own Adaptronic now too.
We haven't used one yet but FuelTech is also popular int the rotary scene - Taz.
Will there be a race gas tuning webinar???
You will need to be more specific sorry, what fuel? There are many options depending on what your class rule book says, and suffice to say, you can also race on 'pump gas' 😎 - Taz.
Quick question about the Adaptronic. I have an old Haltech e11v2 that I want to upgrade from. On these old Haltech ecus, you don't tell the ecu what size injectors they are. This video has shown me that with Adaptronic, you have to tell the ecu what injectors you have. What if you have a situation where you don't know the injectors size or brand? Is there a way to make the ecu run the injectors open or in dumb mode like the Haltech?
Get the Injectors flow tested.
@@sexyfacenation Sure but I still want to know if that ecu is capable of running injectors in dumb mode? Reason being is because it allows me to do weird fuel related experiments with custom intake manifolds.
@@rotaryperfection how does it allow that ?
@@sexyfacenation My Haltech E11 is an old ecu that allows this. In dumb injector mode, you can mix and match injectors and the ecu don't care because it doesn't know what its pulsing. It just sends the pulses. Sure it makes tuning more difficult but you can do some nice tricks with your setup. I'd like a similar feature on the Adaptronic.
@@rotaryperfection I don't at all follow why you would want that, and how it makes it better to compare changes.get with the times man!
Wow aswome boss 👏
In rx8 is the same or you can't change map od timeing ??
Rx8 will be similar yes. The way you change the timing map will be dependant on what ECU or reflashing software you are using :) - Jono
@@hpa101
thanks , which program you recommend to reflashing mazdaedit is fairly good to start and cheap but dependent on ecu and complicated :/
Rotary is dead lol most have been swapped out
only the lame ones