BNR Users
 

If you guys are using an Rtek 2.1 in conjunction with a BNR Hybrid, can you mention which BNR Stage you use and if your AFM has maxed out due to airflow?

stage 3 is maxed out at 6-8 psi

i have a log that makes it look like the airflow maxes out at 700 at 8 psi, but im not so sure about that anymore. i have seen airflow logs that go to 900. in that case i should have a lot more headroom

which stage do you have?

I just want to see what stage I can go up to, without worrying about maxing out the AFM.

yeah good question.

any news as to whats the ETA on AFM elimination

Hybrid

Bro that is based on what your mods are and where u live(IE: I live at sea level). If you are planning on 400hp than u might be thinking standalone. Thats about a stage 4. But before we start talking about maxing out the AFM what about maxing out everything else?

You can't be in the 400hp club and expected that your not going to max out lubrication capabilities, cooling capabilities, transmission, diff, and Axles.

OF course all the supporting mods are going to be done, but you can't get there without the airflow first.

You can assume that everything else is maxed out.

For example:
Tranny rebuilt
New Kaaz
RP Chromolys
Mazda Comp Dry Sump
RP Fuel Pump
4 x 720 (That's the most the Rtek can support, right?)
etc.....

The point of this thread is to answer this question: what's the most amount of airflow, and consequently, power that the Rtek supports?

95nracer is making 325whp, but its not a BNR. but it shows it is possible

https://www.rx7club.com/rtek-forum-168/324-horsepower-259-torque-dyno-rtek-2-0-a-706972/

his logs are in that thread also, you can see the airflow goes up to 925 (i assume that is in CFM?). both of his logs level off at 925 though, that could be where the AFM maxes out

Which stage would you say would closest resemble his setup? Perhaps a stage 2, since he used to make 297 with a stage 1?

I see that he's running a stock port engine, I wonder if an aggressive streetport will render the stage 2 unnecessary to reach those power levels? (Just use a stage 1)

Or should a stage 2 still be used and just set the boost controller to right where the AFM maxes out.

i would go with stage 3, and just run less boost. it would probalby have a little more lag than the smaller stages, but you would have the capability to make more power whenever the AFM removal comes out.

its interesting, if you look at 95nracer's logs in that thread, in both logs, his airflow levels off at 700 up until 5krpm. then right at 5krpm, it starts rising again. that is probably what i was seeing. its also interesting that if you open the afm flapper all the way with the engine off, it maxes out at 700. i would like to know what is all involved in the airflow calculation

in that case, why not just run the stage 4 and hope the AFM removal comes out later this year?

hell i would pay 100 dollars for the afm delete right now.

I dunno how it works and I've never used one, but have you looked into a vpc (vien pressure converter). I don't know if this would work with the RTEK either.

From HKS, "The HKS Vein Pressure Converter changes the way the engine measures air flow. It eliminates the restrictive factory MAS (Mass Air Sensor) in favor of a much-less-restrictive absolute pressure sensor. The VPC can easily add 30 hp."

They aint cheap, and hks doesn't sell them anymore, but you may be able to find one used?...

I'll be installing my To4B turbo in the next couple week's/mo's, I can let you know if I'm maxing out the AFM...

how would the ECU read off the VPC?

Here it is from HKS, sorry not hijacking.

The HKS VPC is a fuel management device that is designed to physically and electronically replace the OEM air metering devices for improved air flow and precise fuel delivery control. OEM air metering devices, such as Air Flow Meters (Flapper/Plunger types) and Air Mass Sensors (Hot wire / Karmen Vortex types) measure the amount of air flowing into the intake manifold in order to properly control fuel enrichment levels. Aside from offering no adjustment or reprogramming options to take advantage of dramatically higher amounts of airflow or larger fuel injectors, the OEM air meter also represents a significant restriction to the intake system. To overcome this restriction, the VPC physically removes the OEM air meter to dramatically improve airflow capacity and converts the system to what is referred to as a speed density system. By utilizing a 16-bit central processing unit, the VPC reads it’s own intake air temperature sensor and absolute pressure transducer (B-MAP sensor) signals and then converts those signals to one that is recognizable by the factory ECU. The VPC also incorporates the ability to upgrade the internal application specific ROM program to correctly compensate and take full advantage of larger, Higher flowing, HKS fuel injectors and/or the greater air flow characteristics of larger turbos. Each application specific ROM program is calibrated for a specific injector size, fuel pumps, camshafts, and/or turbos, ensuring that the correct injector pulse width is calculated to prevent driveability and reliability problems. Since the VPC “piggy-backs” the factory ECU, all factory systems are still intact and operational. Fine tuning of fuel curves can be further achieved by integrating the plug-in GCC or by wiring in a Super AFR.

interesting......i guess you could use that in conjunction with rtek, but then your scale will be off.