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The turbo is always "pumping" air into the engine as long as the it is spinning. And it is always going to be spinning as long as the engine is running and exhaust gases are going through the turbo tubine. Positive boost pressure requires the turbo to be spinning quite fast to pump enough air...

There are two ways to acquire data on this car: 1. Use the CANBus and gather data about both sensors, actuators, and control variables. This is great for tuning an already developed motor in-vehicle. 2. Tap into the sensors and actuators directly/add new sensors. Then use a DAC to acquire...

This depends on which standalone you are talking about. There are some fast ones out there for sure but I don't see them having a performance advantage here. By dropping some parameters (my example was with logging 32 channels) you will increase speed further. The OEM ECU is very complex and...

Keep in mind that COBB uses a much faster method for requesting and retrieving data from the CANBus than the more generic tools out there such as Torque.

I can only speak for the COBB Accessport. On the COBB AP, with a large number of parameters (32 parameters being logged) we are looking at around 7 data samples per second. This is more than adequate especially for steady state conditions such as WOT pulls.

The best place to start learning about the behaviour of the car (and all its systems) is by datalogging and live monitoring. A great amount of insight comes from this - not sure if this is something that is common in the community yet. If it's something that is new, let me know and I can put...

Excellent discussion here. There is a lift pump (LPFP) in the tank. The pressure is regulated right at the pump by the ECU using a varying PWM voltage. The pressure under load is regulated at 71psi but you will see variations. Any of the tuning tools such as the COBB AP allows you to monitor...

Are you hosting the datalog somewhere where it can be shared? If yes post it up and I will give it a shot.

Have been using Vdyno along with real dynos for years now. The software when used correctly (just like an in-ground dyno) has repeatable results that are very close to real power. It uses the rate of acceleration of the car, weight, gearing, and frontal surface area to determine power output...

The ATR software must match the AP serial number you have and it must be for the correct car. So make sure the tune you start with is for the correct year, model and transmission of your car. You should be able to load the tune to your car if this is the case. The second step is to make sure...

For high HP builds - above 600whp on the Mazdas the crank and cams are keyed to avoid slipping.

One of the most famous high HP open decks is the N54

It's a good question and it is not something that is of great concern generally speaking. Fuel dampeners were used to keep pressure steady during injector firing on PI cars. Large volume rails as well as fast rail pressure regulation (this is done via a solenoid and spill valve on the HPFP)...

The motors are quite different in many ways. The EB 2.3 uses a more modern control system, DI system, pistons, rods, and overall architecture with dual VVT. It is a more modern and robust engine overall as Ford has learned from the DISI in the Mazda (it was a Duratec after all) and applied...

Hi Everyone, thanks Juben for the invitation. I've worked with the 2.0 EB extensively as well as the 2.3 Mazda DI motor before it so DI is something I've had lots of exposure to and perhaps can shed some light on the strengths and shortcomings of the system. Ford has done a very good job on the...