So I don't have a specific question regarding setup or calibration as we've worked thru most of the major hurdles already.
The car is a 88' RX7 13BT with a semi peripheral port, BW EFR 9180, 1000cc-pri/2000cc-sec and currently starts, idles and drives awesome..if you ignore a cruise/transient spot where af/r touches 15.0 but changing my "LOAD" to tps should fix that once the snow clears. For break in (learning purposes) It made 254whp/182wtq @5psi reving to 7k on a mustang dyno

In the meantime i've been reading LOTS in this section and it seems even with its "simple" nature, you can still yield a quality end result

For those at the "end result" of there Microtech tuning, is there anything i should actually expect to say "it is what it is" to? or with propper settings and mapping it can produce nearly the same drivability of stock (with exception to all the go-fast parts and their pros/cons)

 

I’m also going to assume the answer is no, as only the LT-16c mentions it in the wiring, but can the LT-10c utilize the flex fuel functions?

I haven’t found to much info on the function 36 screen although it’s pretty self explanatory…how much % extra fuel and ignition deg. given the “Flex %” value

 

More fiddling has yielded some half good results. Nailing AFR isnt hard, just time consuming but the car is totally drivable all around. Some searches say the max on 93 oct is 400hp / 15psi "ish" so we aimed for that.

https://cimg6.ibsrv.net/gimg/www.rx7...76ee20857.jpeg

This run was at 16psi for final "testing" purposes.^ Once on the street it made a tad more boost (duh) 18psi (Log below) . Comp. tested it as soon as getting back and the rear rotor was down 10-12psi on all faces, front unaffected. Cruised with no boost for 200 miles and it came back into the mid 80's.

https://cimg1.ibsrv.net/gimg/www.rx7...bd55cdc07.jpeg

My question now is how relative will the fueling be when switching to e85? will it be an across the board fuel % addition or a new fueling map completely?

 

its been my experience that you could add about 40% across the board, and then tweak it from there.
you would end up with a different map, but just starting with it richer across the board will be close to get it running ok

if the car has never had E85, be prepared after the first couple of tanks to change filters. its like changing detergent

 

Filters on deck. We mixed up some Caster 927 and the VP X85 in a jar to see how it mixes and if it settles. Will also be adding egt sensors for each rotor for more monitoring as the plugs are showing a bit leaner in the rear rotor tho I’m not sure how I’d combat this with a microtech

 

40-45% is a good starting point as mentioned. For transients that number + potentially fiddling with injection timing can also be required but unfortunately you're tied to using a Microtech so you may just have to live with some stumbling. 5ish* of timing is also not unreasonable to add depending on where you've set your gas tuning.

 

I need to read more on injection timing. Its directly related to the porting done to the engine along with intake runner length correct?
There is an injection timing "map" adjustment but was, and am still very weary to touch it without having much info on it yet myself
https://cimg2.ibsrv.net/gimg/www.rx7...b20ee610a.jpeg

 

Small continuation/addition, before switching to E85 Ill be confirming/dialing in the injection timing on 93 with a dyno this week, richer afr/cooler egts means a more appropriate angle..? please correct me if I'm off on this.

Street driving at 12psi, 72degF ambient temp and 110F IAT (sensor connection thermocouple) netted 1650F in the rear rotor with the "infamous" 100-200 degree difference front to rear, not 100% sure what to make of that but it must've been real hot @18psi...also turbo is actually a 9280

https://cimg9.ibsrv.net/gimg/www.rx7...5987fa3ba5.png

 

you are on the right track. It's been a long time since i've tuned a microtech but i do recall that is the purpose of that adjustment. if you have PP's or modified injector locations it's critical that you dial in your injector timing. we encountered issues early on where we were getting STUPID egt's and really goofy AFR's that didn't make sense when were getting started. The injection event was getting blown through during the overlap period. We learned to delay the injectors to allow the traling end of the rotor to get closer to closing off the exhaust port so the charge wouldn't dump the fuel. We also encountered some modified manifolds and ITB setups that had different injector positions and we suspected it was missing a lot of the open port time of the side port and a good amount of the fuel was just hitting the side of the rotor as it closed the side port.

we didn't spend much time messing with the timing on packages with stock injector locations and stock port configurations. i would imagine if a large enough street port was done or somebody modified their throttle or intake to eliminate different intake stages that the change in port velocity could have an impact on fuel delivery at the same time but we never spent much time exploring it on those packages.