2015 WRX AccessTuner Race

[WRBWRX15]

This will be a thread for Enthusiast Tuners to discuss Tuning with AccessTuner Race . I already tweaked throttle mapping to fit my liking . Please no negativity here we all know the consequences of what can happen. I would like to hear some other peoples experiences with FA20DIT platform !!!

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[scotte30m3]

Originally Posted by WRBWRX15

This will be a thread for Enthusiast Tuners to discuss Tuning with AccessTuner Race . I already tweaked throttle mapping to fit my liking . Please no negativity here we all know the consequences of what can happen. I would like to hear some other peoples experiences with FA20DIT platform !!!

I've been reading through the product guide about how to cut out dependancies for the rear O2 sensor and I know we can turn off the codes for the rear O2 CEL.

My question is this...
Can we zero out the TGV tables the same way and turn off the codes to effectively disable TGV impact on the rest of the tune the same way we can disable the rear O2?

[WRBWRX15]

That is alittle more than what i know but i do know alot of the tables have both TGV open and TGV closed, wether or not the ecu uses all of them idk , from my understanding the TGVs work hand and hand with cam timing and ignition advance , so i really couldn't gove you a defined answer

[scotte30m3]

Originally Posted by WRBWRX15

That is alittle more than what i know but i do know alot of the tables have both TGV open and TGV closed, wether or not the ecu uses all of them idk , from my understanding the TGVs work hand and hand with cam timing and ignition advance , so i really couldn't gove you a defined answer

Thanks for the feedback. Hopefully Cobb will chime in with some additional guidance.

Please provide some details on how you tweaked your throttle mapping.

Thanks in advance,

[WRBWRX15]

Heres the table I tweaked for the throttle angle , Live Tracing makes this very straight forward to find where in the table you are . From idle to take off the response felt sluggish so that really only where made my adjustments ( highlighted section ) and a small adjustment goes a long way , Other than that Cobb did a decent job with the throttle mapping imo . I started with a 93oct v200 HWG map for a stock car. Im also not sure if I would benefit from making the same changes to the other throttle angles tables but I figured Main Tgvs open A would be a good place to start. Im open to constructive criticism , If you feel the need to correct me Please do

[scotte30m3]

Originally Posted by WRBWRX15

Heres the table I tweaked for the throttle angle , Live Tracing makes this very straight forward to find where in the table you are . From idle to take off the response felt sluggish so that really only where made my adjustments ( highlighted section ) and a small adjustment goes a long way , Other than that Cobb did a decent job with the throttle mapping imo . I started with a 93oct v200 HWG map for a stock car. Im also not sure if I would benefit from making the same changes to the other throttle angles tables but I figured Main Tgvs open A would be a good place to start. Im open to constructive criticism , If you feel the need to correct me Please do

This good feedback thanks... If we get some feedback from Cobb on my question I do some regression testing and post my results.

[Cobb Tuning]

If you do not want TGV specific ign timing, cam timing, etc, (for whatever reason) then you can simply copy and paste each Open table to the Closed table, keeping in mind how these changes would play out with the rest of your tune (as you would do with any change).

EDIT: in the future we will expose the tables involved in the decision to switch from open to closed and vice versa. These are not currently defined in the software for 15 WRX and 14/15 FXT.

Bill

[scotte30m3]

Originally Posted by Cobb Tuning

If you do not want TGV specific ign timing, cam timing, etc, (for whatever reason) then you can simply copy and paste each Open table to the Closed table, keeping in mind how these changes would play out with the rest of your tune (as you would do with any change).

EDIT: in the future we will expose the tables involved in the decision to switch from open to closed and vice versa. These are not currently defined in the software for 15 WRX and 14/15 FXT.

Bill

Hi Bill

Thanks for the feedback. I was actually wanting to remove the TGV all together. So my question about zeroing the tables out was more about getting rid of the TGV all together rather than manipulating their operation.

So my question still stands "can I zero the table and delete the code to effectively remove their impact on the tune?

Thanks!
-Scott

[Cobb Tuning]

Originally Posted by scotte30m3

Hi Bill

Thanks for the feedback. I was actually wanting to remove the TGV all together. So my question about zeroing the tables out was more about getting rid of the TGV all together rather than manipulating their operation.

So my question still stands "can I zero the table and delete the code to effectively remove their impact on the tune?

Thanks!
-Scott

The ECU switches between the tables as it transitions between TGV open and TGV closed states (and blending the two during the transition) so you do not want to zero out any table. With TGV deletes and those corresponding codes disabled, the ECU may still go through the motions of switching between the tables (haven't tested this specific scenario yet). So it is best to simply copy the TGV open tables to the corresponding TGV closed table and when you make tuning changes, make changes to both tables.

Bill

[WRBWRX15]

Any ideas for fixing the cruise / low load knock? also anyone experiment with different boost levels ? What would be a good target to shoot for ?

[scotte30m3]

Originally Posted by Cobb Tuning

The ECU switches between the tables as it transitions between TGV open and TGV closed states (and blending the two during the transition) so you do not want to zero out any table. With TGV deletes and those corresponding codes disabled, the ECU may still go through the motions of switching between the tables (haven't tested this specific scenario yet). So it is best to simply copy the TGV open tables to the corresponding TGV closed table and when you make tuning changes, make changes to both tables.

Bill

Thanks Bill!! I'll look into making some changes after I take some baseline runs with TGVs. This should give me an idea of what I should expect my graphs to look like.

Also, I'll look through the the product guide some more but are there any best practices for tuning a 3-port?

Thanks !!!

[Psykostevo]

For all of you guys benefit I have been developing some tuning aids to help with the fine tuning while using AccessTuner Race. Here is a link to my Excel sheets that I am developing. There are multiple tabs, some have instructions on how to use them at this point and some do not yet.

I use these for fine tuning the MAF and many other things. Each table calculator is on a separate tab to help keep it straight.

https://dl.dropboxusercontent.com/u/...alculator.xlsx

[Psykostevo]

Want to tune to run on E47? Modify these two (sometimes 3) Fuel Injector Trim tables by around 21%



Want to make it E85? Multiply by roughly 42%



There are still other changes needed to ignition timing to optimize for it, but this ballparks you. Adjust the amount you multiplied by to try to hone in on your car's happy medium.

Also, PLEASE make sure you properly tune your MAF sensor calibration prior to switching to alternative fuels. You do not want to be modifying your Injector Trims to level out your A/F Learning 1 (%), only to be doing so to fight an improperly tuned MAF sensor. Just because you still have the stock intake does not mean that you should skip tuning your MAF sensor.

Use anything I provide at your own risk, of course. It's only for informative purposes. ;-)

[Psykostevo]

Want to modify your AFR under WOT? Head over to these two tables and make your changes. (Assuming that you have your MAF already tuned, don't use this for rigging your tune because God forbid you misuse it and actually hit some stupid number you typed in here to compensate for other issues BE SMART)

Most of the tunes you will see off the shelf are pegging the Wideband at its richest reading of 10.14 meaning that they are actually running at a WOT AFR of somewhere in the 9's. No real reason for that on E85.

For those of you who do not yet understand this table, it is written in Lambda. 1.00 equals 14.7 AFR (Or stoich value if running alternate fuels like e85). And you multiply stoich by the decimal in each cell to determine the commanded AFR at those RPM and LOAD values. For example a value of 0.77 is (14.7*0.77=11.31 AFR) The higher the decimal, the leaner the commanded AFR and vice versa.





NOTE: There are other tables in the tune that add to or otherwise modify these commanded values. Typically those modifiers will ADD additional fuel to this value.

[Psykostevo]

Tired of Boost tapering off, and not having any luck controlling it with the Wastegate Duty Cycle? Head over here:



This is essentially the commanded amount of BAR for Boost pressure. A value of 1.00 equals approximately 14.5 PSI. So the 1.25 represents 18.125 PSI commanded. Want to ask for more, try a higher number, want to command less request a lower number.

NOTE: If your actual BOOST PSI exceed the COMMANDED value for more than a couple seconds the ECU will interrupt this and begin to close the throttle. If you are experiencing your throttle % closing on your data logs during WOT you will need to use your Wastegate Duty Cycle tables to control this overboost condition. Likewise, if you think you are commanding a reasonable amount of PSI from the turbo and you aren't hitting it, try raising your Wastegate Duty Cycle % in those areas.

This tune pictured is commanding the 18.125 PSI up until 5,200 RPM. Then it is requesting it to taper down to 16.675 PSI around 5,600 RPM, then 14.645 PSI from 6,000 RPM and up.

[Psykostevo]

Working on controlling the boost using your Wastegate Duty Cycle tables, or trying to fine tune that new EBCS that you just installed? Use these tables to fine tune it. You will want to Live Trace your car while running to find out what range of cells it is operating in.

Some people assume that they should be altering just the far right hand columns during WOT, and might be experiencing no luck fine tuning their Wastegate Duty Cycles. Try around the 350 column in most cases.



Here you can look at or modify your cars maximum requested Torque in
N-m. There may be some benefit to altering this table down the road ;-)



NOTE: These are from a CVT tune, you obviously wont have Sport# or other settings in the Manual Cars.

[Psykostevo]

Got that sweet Cat-less J-Pipe (downpipe) installed and need to shut off codes, or need to turn off the TGV related codes, etc?

Got to [EDIT]>[ADVANCED PARAMETER]



Un-check the codes that you want to turn off.

[Psykostevo]

Got so much low-end torque that you are worried about 1st gear launches being too aggressive?

Come in here and set this table to the maximum KPH (yes Kilometers, thanks Obama, LOL) that you would like Boost Reduction to be applied in first gear. Say you only want to have it active up to 20 MPH then set this value to about 30-32 KPH.




Then come to this table and enter the % of reduction that you would like applied up to that previously set KPH:



I don't picture too many people being concerned about these two tables right off the bat, since most people are either looking for hard launches, or already under the assumption that the car can't get out of its own way fast enough in 1st gear. But hey, it's there if someone needs it.

You can also go into your Launch Control settings and increase or decrease the amount of maximum requested torque from 270 N-m (or whatever your current value is) up to whatever you want. You do this (as with all things I explain, at your own risk).

[Psykostevo]

Trying to Dial in your total timing advance? You will need to look to these two highlighted tables at a minimum. You engine calculates your total advance by adding these two tables together, and then subtracting your Knock Learn and Knock Feedback from there.

Total Timing Advance = Primary Ignition + (Dynamic Advance*DAM) + Fine Knock Learn + Knock Feedbback

Learn it and love it.

If you want to make global changes to your timing advance, go to the Primary Ignition tables. If you want to make sure that your aggressive advance is modified by your DAM value in the event that your ECU sees it fit to reduce that value then make your modifications in the Dynamic Advance tables.

You can use my Excel sheets to calculate your total Timing Advance.

[Psykostevo]

Bear with me while I work on getting the images to display properly.

[JoshDank]

@Psykostevo, you can change the units from metric to standard in the options.
Edit > Configure Options > Display > Show Standard Units

[Psykostevo]

Originally Posted by JoshDank

@Psykostevo, you can change the units from metric to standard in the options.
Edit > Configure Options > Display > Show Standard Units

^ Or THAT, Thanks Mr. Dank. As much as I know, I never had a need to toggle it so never looked for that option. Makes life a little bit easier now.

[Psykostevo]

Originally Posted by Cobb Tuning

If you do not want TGV specific ign timing, cam timing, etc, (for whatever reason) then you can simply copy and paste each Open table to the Closed table, keeping in mind how these changes would play out with the rest of your tune (as you would do with any change).

EDIT: in the future we will expose the tables involved in the decision to switch from open to closed and vice versa. These are not currently defined in the software for 15 WRX and 14/15 FXT.

Bill

Thank you Bill. There are certainly going to be many more tables that are not currently accessible, I am sure.

[nmasse]

thank you! please keep them coming!

[Psykostevo]

Originally Posted by nmasse

thank you! please keep them coming!

What other info are you looking for?