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Old 08-19-2010, 02:20 PM   #1
Subyroo2.5
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Default Tuned by Ty!

So I just wanted to do a little write up on my experience dealing with williaty tuning my car. I paid Ty a reasonable amount to bring my car to LIFE!

He had a very quick turn around on roms. The first one he sent me was only drive by wire throttle mapping changes. These made a huge difference on the drivabilty of the car at both grocery getter mode and autocross modes. I can feel the car now into turns. I have way more control of throttle in and out of turns. The stock map was way too touchy at WOT and had a tendency to throw the suspension off as it would lurch at WOT in and out of turns.

I have the 4EAT. The shift points are way more predictable now. I can easily down shift to 3rd on the highway without inadvertently hitting 2nd.

The car doesn't surge +300 rpm -300 rpm at part throttle going down hills anymore.

So many little DBW quirks have been fixed. She drives like a luxury sedan (which is wife friendly) without lurches from start etc when I want and drives like the sports car it was supposed to be from the factory.

The next flash I got from Ty was the performance changes. Were I live the yearly average high is 60 degrees. It never gets above 70 degrees here so my learning view snapshot showed that my engine was knocking very little in just a few areas. So Ty built the map to maintain the aggressive factory timing below 75 degrees. Above 75 the ecu pulls timing to keep the engine from knocking.

Before my car would feel powerful off and on depending on how the stock ecu felt. After Ty's flash the car GOES when I want to. She puts me back in my seat a little more now. All around the car feels more precise. I believe that my O-60mph time has decreased. And I'm sure that fuel mileage will follow but I need further testing to verify that.

All around I was happy with my experience with Ty tuning my car. He took the time to explain things to me thoroughly. I would highly recommend that you talk to him about tuning your car!!
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Last edited by Subyroo2.5; 08-19-2010 at 05:20 PM.
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Old 08-19-2010, 02:26 PM   #2
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Well he is one the most knowledgeable people on these forums so results like this are to be expected. Glad you love driving your car now
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Old 08-19-2010, 03:12 PM   #3
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I think you meant your 0-60 time has decreased.
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Old 08-19-2010, 05:07 PM   #4
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how much does the guru charge?
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Old 08-20-2010, 07:46 PM   #5
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yah that guy knows alot, almost too much
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Old 08-21-2010, 09:05 PM   #6
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Quote:
Originally Posted by feint05 View Post
yah that guy knows alot, almost too much

He knows enough to tune my car to where it has 0 knock throughout the rev band.....and at the same time increase the peppyness and driveabilty.
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Old 08-22-2010, 08:33 PM   #7
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Quote:
Originally Posted by feint05 View Post
yah that guy knows alot, almost too much
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Old 08-22-2010, 09:47 PM   #8
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ty is a local friend of mine and offers an off the shelf tune for 100bucks and a custom tune for 200. well worth the $ in my opinion.
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Old 08-23-2010, 01:02 AM   #9
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Quote:
Originally Posted by feint05 View Post
yah that guy knows alot, almost too much
He is the Borg. Your ECU will be assimilated.
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Old 08-23-2010, 04:48 PM   #10
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This sounds very promising for me. Was the knocking you saw from your other thread related to this?
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Old 09-02-2010, 08:35 PM   #11
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Quote:
Originally Posted by brian99 View Post
This sounds very promising for me. Was the knocking you saw from your other thread related to this?
If your talking to me, yes.

This is why I switched to 91 octane. I ran two tanks through and then got Ty to tune my car.


So Ty....is it my imagination or can what seems like a slight delay in shifting be caused by the DBW changes, or is it my imagination?
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Old 09-02-2010, 08:37 PM   #12
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Delay in upshifting or downshifting? If the TCU monitoring pedal angle (and I'm not sure I believe it is) then I could see it delaying downshifting. If the TCU is monitoring Requested Torque, then there would be no simple relationship to before/after as the changes to that table are somewhat complex. Honestly, I don't have an AT to play with long-term, so most of what I know about how the AT reacts to DBW is reports from users.
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Old 09-02-2010, 08:46 PM   #13
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Originally Posted by williaty View Post
Delay in upshifting or downshifting? If the TCU monitoring pedal angle (and I'm not sure I believe it is) then I could see it delaying downshifting. If the TCU is monitoring Requested Torque, then there would be no simple relationship to before/after as the changes to that table are somewhat complex. Honestly, I don't have an AT to play with long-term, so most of what I know about how the AT reacts to DBW is reports from users.
No delay in downshifting....it just seems like the shift points have moved higher up in the rev band. I'm thinking its just because I'm still getting used to your DBW changes and I have no complaints.
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Old 09-02-2010, 08:47 PM   #14
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It does shift a bit differently with Ty's dbw values. The numbers you have are 10x better then full linear numbers. With those numbers it shifts out at 4k every time. It does feel weird knowing when the stock numbers shift out at then waiting for the tranny to shift with Ty's numbers.

I wouldn't go back to stock numbers.
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Old 09-03-2010, 12:30 AM   #15
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Quote:
Originally Posted by williaty View Post
Delay in upshifting or downshifting? If the TCU monitoring pedal angle (and I'm not sure I believe it is) then I could see it delaying downshifting. If the TCU is monitoring Requested Torque, then there would be no simple relationship to before/after as the changes to that table are somewhat complex. Honestly, I don't have an AT to play with long-term, so most of what I know about how the AT reacts to DBW is reports from users.
Forgive me if my knowledge is completely outdated, but the older 4EATs (in the late 90s anyway) did, in fact, look at throttle position to determine when to shifts. Again, that was late 90s though, so stuff could easily have changed.
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Old 09-03-2010, 12:33 AM   #16
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The reason I think the 4EAT can't be referencing pedal angle directly in the DBW cars is cruise control. With DBW cruise, the physical pedal doesn't move to maintain speed and therefore the pedal position sensor output doesn't change. That means the TCU can't monitor that sensor if the transmission is to work properly when the cruise control is on.
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Old 09-03-2010, 01:25 AM   #17
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^^^^ Hmm, didn't consider that.

I would figure the ECU would will monitor the position of the actual throttle plate though?

I figure it's some kind of closed loop feedback system so it has to be monitoring it in some capacity. I would also assume the cruise control system at least should be keeping tabs on what the throttle angle is. When the car goes up and down hills it has to keep the speed constant so something has to know what the throttle is so it can adjust it (unless it's some kind of analog system, but wouldn't they shy away from that when going to DBW).

Of course all this is meaningless if the TCU doesn't have access to the data anyway.

Question though, what exactly is requested torque?
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Old 09-03-2010, 01:28 AM   #18
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Requested torque is a totally made up number that doesn't mean anything, really. It's just one step in the DBW chain between your foot and the engine. Read my article on the Subaru DBW system and you'll understand it.

Basically, the cruise control system in a DBW car must either call for changes to requested torque, or to throttle plate position directly. I really need to get around to logging things to figure out which it's doing.
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Old 09-03-2010, 02:02 AM   #19
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Right, I read that awhile ago when you first put it up, just completely forgot about it since then.

I still figure the result of the table lookup would be stored somewhere in the ECUs memory.

If the TCU did just have requested torque, then (if it had read access to the ECU table) it could calculate the requested throttle position itself.

Although, as I understand it from the OP in the DBW thread (if I misunderstand this I'll go back and reread the rest of it), you linearly mapped the requested torque to throttle position opening % in the 2nd of the two maps and made your changes to the (1st) requested torque map. If the TCU is in fact looking at the requested torque when determining what gear to be in, wouldn't you changing how the accelerator position is mapped to requested torque have an affect?

Of course this is all speculation and it does just need to be actually tested. If I had an appropriate car I'd help, but I don't, so
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Old 09-03-2010, 02:08 AM   #20
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Right, that's my current operating assumption. By changing either of the classes of DBW tables, you eventually alter the relationship between the pedal position and the TCU's choice of shift points.

My current methodology is to map the Pedal->RT table linearly to max RT from the stock map (10% pedal angle=10% of max RT, etc) and then make the RT->Throttle Angle map curved to actually match the engine's torque output at different throttle plate openings.
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Old 09-03-2010, 02:20 AM   #21
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Ok, if that's how you did it to Subyroo2.5's and kewlboxer2's DBW then it would appear (to me at least) that the TCU looks at something other than requested torque.
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Old 09-03-2010, 02:28 AM   #22
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Not necessarily. The stock Pedal->RT and RT->Throttle tables area all strangely curved on the 06 and newer cars. Frankly, they look like a kludgy hack to solve a problem, but I can't for the life of me see what problem they thought they were fixing. Since both tables get changed, any of the three values involved could be what the TCU is referencing (bearing in mind my aforementioned belief that it can't be pedal angle because of cruise control).
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Old 09-03-2010, 02:44 AM   #23
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Quote:
Originally Posted by williaty View Post
Not necessarily. The stock Pedal->RT and RT->Throttle tables area all strangely curved on the 06 and newer cars.
My apologies, I thought the Pedal->RT table was linear to start with. Yeah, could be any of them. Although the odd mapping most likely means something else is looking at an intermediate value, especially since the maps appear to cancel out at the end.

This should probably be in the DBW thread (and I haven't read the entire thread so sorry if it was already brought up) but the shape of the Pedal->RT table "peaks" at the same rpm of the torque peak of the engine. Have you found anything relevant regarding that?
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Old 09-03-2010, 03:06 AM   #24
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You have to look at both tables together to find where the peaks and valleys really are.
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