Can someone explain to me about this "accessport"?

[Herblenny]

I been hearing about accessport.. Can someone give me 101 on this thing?? Is it worth getting??

[I8U]

I'll give you what know about it...it is PCM reflash tool, also a datalogger. MazdaManiac developed it and along with COBB they have produced it for the mass market. Jeff (mazdamaniac) has written over 900 flash codes that can be installed on any RX-8 depending on what modification it has. He can custom tune your access port with a flash built just for your car, let's say you have a AEM CAI, HKS exhaust, and a pulley kit, Jeff will send you a custom tuned file that can be uploaded into your AP and thus reflash your PCM. The tune recalibrates all the necessary parameters in the PCM to optimize everything from fuel consumption to HP and Torque. Right now there are NA cars running the AP and have seen gains up to 22 whp! That's incredible if you ask me. It can also be used as an upgrade for the turbo guys so they don't have to buy aftermarket piggy back ECU. For the $695 it plus the outstanding support you get from Jeff, how could you go wrong. Visit www.mazdamaniac.com for more details.

[Herblenny]

Interesting..

So, its a flash? But can you write the cells yourself?? And is the flashes free?? And when datalogging, can you also hook up a wideband? I guess I should look at their site...

[I8U]

It's a flash tool, the cells are write protected and can only be obtained from Jeff (mazdamaniac) and yes they are free with purchase of the AP. As far as hooking up a wideband I'm not sure, I'm sure Jeff could answer that for you though.

[sumdeus]

I have been eyeing one for a while, not sure when I would get it though. I like the idea of using it for an air/fuel gauge too.

[rdouthit]

I've used the Accessport for many years on various Subarus (where it's currently the king of the hill). It is -- hands down -- one of the best reflash tools in that market. Not sure exactly how it weighs out in the Mazda market, however, as I've only done an AEM stand-alone for my Miata. However, we'll be testing different reflash options in the future, and will certainly give the Accessport 2.0 it's fair shake.

[I8U]

We will be testing the AP out on our race cars also, as soon as Jeff can work out a couple bugs we noticed when we first tried reflashing our PCMs.

[Herblenny]

Hmm.. If I can't get to the cells and can't truly datalog, I don't know how good this is..

I'll try to PM Jeff on the other forum and see what he says..

[Nutsid]

This seems like a great idea for the average user. It seems like, for someone like me with no knowledge of tuning at all, it would be absolutely great way to gain a bit of power. And if it could net even 10 horsepower for the average user, it would be well worth it. Not only that, but any modification you'd do to the Rx8, you could reflash for even better power.

This is what, a $700 piece? That is an extremely good deal if you ask me.

[mazdamaniac]

The Cobb AccessPORT is now available for all North American models, both manual and automatic.

Custom Calibrations are now available for those that have purchased their AccessPORT from another vendor.

Installation Video:

AccessPORT Installation Video


Basic information on the Cobb AccessPORT can be read here: Cobb AccessPORT for the RX-8

The Cobb sub-forum for the AccessPORT for the RX-8 is here: CobbTuning RX-8 Forum

The "Quick Start" guide can be downloaded here: AccessPORT Getting Started

Some information culled from the older thread:

The OE PCM uses a combination of MAF, BARO, IAT, ECT and APP/TDC to come up with a numerical value that represents the load on the engine at any given moment.
This number is then used as an axis on all the fueling and ignition tables, referenced against RPM. (Different subsets of tables are selected as a reference to vehicle speed as well.)
There is a pre-programmed limit on this number that the PCM expects to see. If you exceed this limit, a default value is locked in.
All of the OE tables run out at the pre-programmed limit.
In an FI application, we can expect to see significantly more of this "calculated load" than in an NA setup. Therefore, we extend the limits, lengthen the tables and come up with appropriate A/F targets for these new load limits.
Then, everything is rescaled to utilize this new load range in such a way that it is incorporated seamlessly into the regular load range.
Of course, as you can probably imagine, the relationship between load and manifold pressure isn't linear - or even regular - so deciding what is and isn't boost is a bit of a trick since the target A/Fs for these two "ranges" are significantly different.

Then there are the complications of accommodating the variety of intakes (which FUBAR the MAF), injector sizes (which change the scaling) and the little detail of altitude.
In a normally aspirated setup, the OE PCM does some interesting things with the BARO. In a boosted application, this has to be handled a bit differently.

Short Term Fuel Trim - STFT - is instantaneous correction value determined from wide-band oxygen sensor readings compared to the mass airflow sensor (MAF). Under closed-loop conditions it should cycle fairly rapidly around the 0 percent correction value and is only functional during closed loop operation. When the STFT exceeds plus or minus 10 percent for too long, the Long Term Fuel Trim - LTFT - begins shifting, changing the injector duration to bring the STFT back within the plus or minus 10 percent range. Short term trim can vary as much as plus or minus 20 percent, but the above correction mechanism works to keep it within plus or minus 10 percent.

Long Term Fuel Trim - LTFT - is a learned value over time which changes gradually in response to conditions such as fuel oxygen content, engine wear, air leaks, variation in fuel pressure, altitude and net STFT. LTFT data is stored in the PCM and is not erased even when the engine is shut down. This LTFT information is used under all engine operating conditions.

All MazdaManiac calibrations for the AccessPORT include the following characteristics:

• Increased idle speed (830 RPM typical - up to 1100 for the Pettit S/C)
• Increased OMP output in all load ranges
• Lower cooling fan turn on points
• Improved low-gear throttle response
• Lean fuel targets for light throttle and cruise conditions
• Removal/cancellation of all or any emissions-related CELs

Further customization can be realized by way of increased engine redline, altered S-DAIS operation and a variety of "novelty" calibrations such as "valet" mode, "anti-theft" mode and other such single-purpose adjustments.

Performance gains are realized through "levels" of fuel and ignition recalibration, allowing for leaner naturally aspirated A/F targets with more aggressive ignition timing or increased torque limits, increased fueling and reduced ignition timing for forced induction applications.

List of CELs masked by the MazdaManiac calibrations for the AccessPORT:

• P0030 Front HO2S heater control circuit problem
• P0031 Front HO2S heater control circuit low
• P0032 Front HO2S heater control circuit high
• P0037 Rear HO2S heater control circuit low
• P0038 Rear HO2S heater control circuit high
  
• P0133 Front HO2S circuit slow response
• P0138 Rear HO2S circuit high voltage
• P0139 Rear HO2S circuit slow response
• P0171 System too lean
• P0172 System too rich
  
• P0300 Random misfire detected
• P0301 Front rotor misfire detected
• P0302 Rear rotor misfire detected
  
• P0410 AIR system problem
• P0420 Catalyst system efficiency below threshold
• P0441 EVAP system incorrect purge flow
• P0442 EVAP system leak detected (small leak)
• P0443 Purge solenoid valve circuit problem
• P0446 EVAP system vent control circuit problem
• P0455 EVAP system leak detected (large leak)
• P0456 EVAP system leak detected (very small leak)
  
• P2096 Target A/F feedback system too lean
• P2097 Target A/F feedback system too rich
  
• P2195 Front HO2S signal stuck lean
• P2196 Front HO2S signal stuck rich
• P2257 AIR pump relay control circuit low
• P2258 AIR pump relay control circuit high
• P2259 AIR solenoid valve control circuit low
• P2260 AIR solenoid valve control circuit high
• P2270 Rear HO2S signal stuck lean
• P2271 Rear HO2S signal stuck rich
• P2401 EVAP system leak detection pump control circuit low
• P2402 EVAP system leak detection pump control circuit high
• P2404 EVAP system leak detection pump sense circuit range/performance problem
• P2405 EVAP system leak detection pump sense circuit low
• P2406 EVAP system leak detection pump sense circuit high
• P2407 EVAP system leak detection pump sense circuit intermittent/erratic problem
  

[I8U]

YAY! Jeff has made his way over here! I will be placing my order very soon. I was wondering do you have a flash for a K&N Typhoon V2, Mid-pipe, and HKS HiPower combo? I will also be doing the coil upgrade you and Charles have been working on...

[mazdamaniac]

The "standard" MazdaManiac flash will encompass those mods initially.
Then, once we get your MAF calibration right, we will tighten up the tune based on your feedback.

[I8U]

Ahh, I see. I will also be doing a fuel pump upgrade, will we be able to work on that also?

[mazdamaniac]

Why upgrade the pump?

[I8U]

Well, after tomorrow I may not be doing anything. I'm taking the 8 in to have a coolant leak looked at. I noticed a 10 inch puddle of coolant under my car this morning when I left for work. I filled the tank back up to full before I left...when I left from work today I checked the coolant level again and the tank was completely empty. I added some water and drove home, thru it up on stands and noticed a leak coming from the rear housing. So, I may be getting my 3rd engine, we'll see...