A simple Google search on the Internet will provide you with copious amounts of reading material on the subject of mapping and the Mazda RX-8. Topics such as adjustments for dwell timing, lowering fan temperature cut-ins, increasing OMP injection rates, and removing CELs are all interspersed with claims of huge, minimum, or even no BHP increases.
Having released the EasyTuning range of custom maps in June 2016 and experienced firsthand the improvements in at least on-track drivability and throttle response, we thought we’d properly investigate whether the standard and adaptable Mazda ECU map had any disadvantages over other ‘custom’ maps.
To ensure fairness and accuracy, we employed the services of the renowned engine tuners from Circuit Motorsport in Wiltshire and used their on-site Dastek rolling road. The rolling road was operated by them and it was agreed that all power runs would utilise the same dyno configurations and variables.
For the test, we used the RotorSport Mazda RX-8 231 which does benefit from many performance modifications including engine porting, intake, exhaust, pulleys, flywheel/counterweight, and clutch. We felt that by choosing a heavily modified vehicle, we would be better placed to see whether the individual maps actually provided any benefit. It is easy to say a map on a standard car doesn’t provide any benefits and there may be nothing to benefit, however with increased breathing, lighter rotations, etc if we would gain anything then it would be on this setup.
We ran the tests on the same 9j x 17″ wheels with 255/40 17 Yokohama AD08R tyres maintained to a consistent pressure throughout.
It was agreed we would undertake 2x power runs for each of the 3 maps we would be testing. A total of 6 power runs. For the maps themselves, we were testing:
Conditions would be/were maintained throughout the runs with the same period of elapsed time between runs to ensure consistent engine and fluid temperatures.
In the back of our minds, we always had an idea of how these results would pan out – however even we were surprised by the net results – which remember, were completed back-to-back, same variables, same conditions and duplicated to ensure no fluctuations in results, spikes etc.
|Maximum Power – Wheels||207.8 bhp @ 8,505 rpm||Correction Factor||102.3%|
|Maximum Power – Engine||241.5 bhp @ 8,505 rpm||Environmental Temperature||16.8 C|
|Maximum Torque||150.0 lbft @ 8,377 rpm||Barometric Pressure||986 mBar|
As our ‘OEM’ benchmark, we were actually surprised to see that the generic, adaptable map as supplied by Mazda on the OEM ECU netted gains on standard power – remembering a 231 model usually outputs around 170-185 whp (at the wheels) on most dynos including the one used for these tests.
Presumably we can now officially call this car a 231? And by rights, if we listen to what we told on the Internet, we should see some healthy gains with a custom map.
|Maximum Power – Wheels||209.1 bhp @ 8,514 rpm||Gain of 1.3 bhp||Correction Factor||102.4%|
|Maximum Power – Engine||242.2 bhp @ 8,544 rpm||Gain of 0.7 bhp||Environmental Temperature||17.3 C|
|Maximum Torque||150.1 lbft @ 8,417 rpm||Gain of 0.1 lbft||Barometric Pressure||986 mBar|
Not known for their rotary mapping, Circuit Motorsport are well known and respected within the Fiat, BMW, Ford and VAG world for their custom live and remote maps. This car was originally mapped by Leighton at Circuit Motorsport back in March 2016 with this very map albeit when looking at the graphs themselves, the only real benefit is an increase in torque at the mid-range, around 4,000 to 6,000 rpm over the stock OEM map.
|Maximum Power – Wheels||201.3 bhp @ 8,377 rpm||Loss of 6.5 bhp||Correction Factor||102.5%|
|Maximum Power – Engine||234.7 bhp @ 8,437 rpm||Loss of 6.8 bhp||Environmental Temperature||17.7 C|
|Maximum Torque||147.7 lbft @ 7,925 rpm||Loss of 2.3 lbft||Barometric Pressure||985 mBar|
This ‘aftermarket’ bespoke and live road tested map had the better ‘bum-dyno’ feel in terms of throttle response and driveability on track. From the ‘bum-dyno’ alone you would have expected this to results in higher power and torque figures over both the stock and Circuit Motorsport maps – however the data tells otherwise!
The torque curve itself was far linear producing the most power of all 3 maps from 5,000 rpm up to 7,250 rpm where the Circuit Motorsport map produced more power and the ‘aftermarket’ map began to tail off which also contributes to the lower rpms for each max power result. This map also didn’t suffer the usual drop around 6,500 rpm. These factors could explain why the map ultimately feels better when raced on track, as the car is usually maintained above 5,500 rpm but is potentially negated by the loss of power from 7,250 up to the adjusted rev limiter at 8,600.
It is important to note we are not claiming these results as gospel. We know too well that each engine, its level of modification and configuration behave differently to different environments and maps. Nor are we claiming any ‘wins’ in terms of our figures or the performance of this engine and build. We are more than aware that dyno figures can vary, configurations and variables come into play frequently and other considerations. This experiment is purely to test the theory of mapping a normally aspirated Mazda RX-8 231.
Leighton’s summary following his own mapping of this vehicle and an evaluation of the stock RX-8 map is that only very minimal gains can be made on the stock configuration. The biggest benefits to be made are from maintenance settings such as OMP rates, fan temp, cold start rev limiter and throttle response and to this extent we agree.
For a road-going vehicle with no or very little track use, we cannot find a benefit to ‘power’ mapping your Mazda RX-8 231. There is ultimately NO power to be had over and above the stock Mazda OEM map and in some cases, power outputs can be reduced.
For track, performance and race vehicles however, there is an argument that ‘torque’ mapping a Mazda RX-8 231 could be beneficial, but only to level out the production of torque and therefore power within the optimum power band range you will be operating the engine. For track/race cars spending the majority of their time above 5,500 rpm then this would be the ideal scenario, however on longer or faster circuit when the upper end of the rev range may be an important factor, care would need to be taken to ensure torque and therefore power is not lost at this critical phase.
Thanks for Leighton at Circuit Motorsport for the use of their dyno and expertise.
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