Abilor's Tuning Guide V1.0!6!21 2011

Abilors
Tooning Guide for Noobs
Abilor.Tuning@gmail.com

Version1.0 LastEdited:June21,2011
Acknowledgments Thisguidewouldnothavebeenpossiblewithoutthecontributions,attention,andasskickingsfrom severalkeypeopleontheforumswhohavebeendoingthisforfar,farlongerthanIhave.Itscritical thatImentionthatanyerrorsinthisguideareentirelymyowndamnfault,andcertainlyarenta reflectiononthesefinefolks.Innoparticularorder,thefollowingindividualshavebeenexceptionally helpfulinansweringquestionsandfillingmeinonwhatlittleIknowandamabletopresenttoyouin thisguide:Manelscout4life,PunjabiPlaya,Bnoon,IndianAryan,08.5MS3,08Cosmic3,Ckmazdaspeed3, djuosnteisn,Boost_Creep,Dano,Phate,Speed3eak,andWolly6973.ThanksalsogotoVolodya84, rstokes620,anthony8488,andTurboDreamsforservingasguineapigsfortheguideandprovidingearly feedback. SpecialthanksgotoRfinkle2andcld12pk2goforgivingmeanamazingamountoftime,attention,and knowledgeabouttuningforthisplatform.Thisisreallytheirguide;Ijustdidthetyping. Shameless Pug Ihadafantastictimewritingthisguide.Ihaveeveryintentionof continuouslyeditingit,refiningit,andreleasingupdatedversionsasvarious problemsandnewfactorsarebroughttomyattention.Thatsaid,itsalotof worktowriteandkeepupwiththeguideandprovideassistancetoeveryone ontheforum,whichIhappilydobecauseIenjoyit.However,shouldthis guideproveexceptionallyusefultoyou,thenoob,itwouldbehelpfultomeif youweretoPayPalacouplebucksofsupport;daddyneedsanewexhaustmanifold(withaSwainTech WhiteLightningcoating).Iacceptdonationsat:Abilor.Tuning@gmail.com.Ifyouhaventyetdonated totheforums,youshoulddosofirst;keepingtheplacerunningisthetoppriorityforallofus. Thanks!
Table of Contents
Foreword.......................................................................................................................................................2 Chapter1:TheFundamentalsofTurbochargedEngines .............................................................................3 . Chapter2:WhyTune?..................................................................................................................................6 Chapter3:StartattheBeginning.................................................................................................................8 Chapter4:CalibratingyourMAF................................................................................................................16 Chapter5:ClosedandOpenLoopTransitioning........................................................................................22 Chapter6:FuelTargeting ...........................................................................................................................25 . . Chapter7:UppingYourLoadTables ..........................................................................................................32 Chapter8:SettingYourBoostTargetsandDynamics................................................................................34 Chapter9:AdjustingWGDC........................................................................................................................40 Chapter10:OddsandEnds ........................................................................................................................44 . Chapter11:Timing......................................................................................................................................48 Chapter12:PuttingitAllTogether.............................................................................................................51 AppendixA:TuningAcronymGlossary.......................................................................................................52
1|P a g e Copyright2011.Abilor.Tuning@gmail.com
Foreword
Soyoureanoob.Dontfeelbad;wewereallthereonce.Infact,thequickestwaytoascendtothe heightsofbeingasolidtuneristoembraceyournoobnessandseekoutalltheinformationyoucan possiblyfindabouttheMazdaspeedplatform.Illfillyouinonalittlesecret:Idontreallyknowwhat Imdoing.Likeyou,thisplatformwasatotalmysterytome,andIshowedupontheboardsinahaze, wantingtogofaster,butfoundATRcompletelydaunting.Afriendofminewitha1stgenMazdaspeed3 doverightintousinganAccessPortprogrammer,andwatchinghimmanipulateandvisualizehistables lookedlikeacombinationofrocketscienceandbrainsurgery.Worse,wehadbothpaidheftysumsfor ourcars,andtheideaofblowingarodthroughtheblockwasconstantlyonourminds.Thatdidntstop usfromthrowingonintakesleftandright,screwingaroundwithmotormounts,orhackingthroughour stockexhauststoaddaCBE,butthatallseemsstraightforwardcomparedtopokingyourcarsbrain withyourdirty,dirtyfingers. Andyoushouldbescared.Mazdaspeedcarsaresomeofthebestbangforthebuckengineeringmoney canbuy,hoppedupeconoboxesthathavealottooffer,butlikemostcomplexsystems,theresalot thatcangowrong.YoureprobablyalsolikemeandmanyothersinthatyouboughtanAP,lookedfora mapthatmatchedyourmods,andthenstartedjustflooringit.Cobbwarnsyouthisisntthebestof ideasifyoudonthaveatotalmatch,andunfortunately,theyreright.Mytuningjourneybeganin earnestwhenIwasrunningaStage1mapwithatestpipeonmycar,andIboostspikedupto24psi withincreasedloads(moreonwhatthatallmeanslater).Ihitthefuelcutofftopreventboostspikes, andmypoorcarbuckedlikeIwaslearningtodrivestick.Asmall,redsirenwentoffinmyhead:what thefuckareyoudoing?andIknewitwastimetoboneupontheknowledge. Hopefullyyouhaventgottenquitethatfar,oranyfurtheratleast,andlikemeyouwantgood,clean, sanefunthatmakesyoulaughyourassoffandbeabletodrivetoworkthenextday,everyday.You triedtoreadtheATRhelpfile,butendedupscratchingyourhead.Youaskedforhelpontheforums, andgotcalledanoobbrownie(whatthefuckisabrownieanyway?),andwererejectedhelpuntilyou donated.Nowyouarebetweenarockandahardplace,andalltheinformationoutthereistoo technicalandcomplex,ortoobasicasyouarealternatelyspoonfedinformationandcalledoutfor beinganoob. Thisguideisforyou.Itisnotallencompassing,butitwillhelpbridgethegapbetweensophisticatedcar knowledgethatthewizardsslingleftandright,andyou,thenoob.Itwillassumeyouareapedalpusher whocandrivestick,andthatsit.Ifyoudontneedthebasicoverviewofhowaturbochargedengine works,thenskipthatsection.Butifyouarereallyataloss,youcouldusesomefundamentals(and reviewneverhurtsanyone).Also,youshouldknow,thisisaboostbasedtuningguide.Loadbasedguys willhavetogoelsewhereforthatflavorofwizardry.Ifyoudontknowthedifference,youwillbythe endofthisdoc,andprobablyoptforboostbasedtuninganyway. Readon,McNoob
Chapter 1: The Fundamentals of Turbocharged Engines

WhenIfirstlearnedhowaturbochargedengineworked,Ithoughtitwaspuremagic.Ihadabasicidea ofhowinternalcombustionenginesworked,butIhadneverevenheardofsuperchargersor turbochargers.Iknewthatsomecarswerefasterthanothers,butotherthanthatIwasclueless.My firstcar,apieceofshitFordFestiva,seemedgreattomesinceitwasahatchbackthatcouldfit miraculousamountsofcrapforacollegestudentsnomadicexistence,anditwasalsoafivespeed manual.IvelovedmanualtransmissionseversinceIlearnedhowtodrivestickat16,andIhadareal love/haterelationshipwiththecomparativelyluxuriousVolvo850GLTIdroveafterthatFestiva.My pointisthatmanualhatchbacksaretheloveofmylife,justlikeforsomeguysitsMustangs,orVdubs, orBimmers. SowhenIgotsomewhereinlife,IdecidedIwantedmyfirstrealcarthatIboughtnewtobea hatchback,evenbetter,ahothatch.Ididahellofalotofresearchtofindthebestdamnhothatchthat 2008hadtooffer,anditwasatightracebetweenaVdubGTI,andtheMazdaspeed3.Itestdroveboth, andwhileIwouldhavebeenhappywiththeVdub,theMazdaabsolutelyblewmymind(andIwasnt evengoingthatfast).Iwenthomefromthedealershipandabsolutelydreamedaboutthiscar;Iranthe financingnumbers,readallthereviewsIcould,andthemoreIread,thebetterthecarsounded.That summerIwasearningalivingteachingcomputerskillstoinnercitykids(Imacomputerguymorethan acarguy,thoughperhapsnotanymore),andIremembertryingtoexplaintothejuniorinstructorwhy thiscarwassodamnfastforahatchback. Theturbochargerisattheheartofitall.Again,assumingyouknownothing,aturbochargerisanengine partthatproducesforcedinduction.Typically,anaturallyaspiratedenginewithnosuchpartsbeginsits combustioncyclebydrawinginairthroughitsintakemanifold.Thisairtravelsfromtheoutside, throughtheairintake,pastaMassAirFlow(MAF)sensor,intotherunnersoftheintakemanifold,and fromthereissplitintoapathwayintoeachrespectivecylinder.Duringthisprocess,airwilloftenheat upagoodbit,astheenginebayishotandsoistheengine.Fromtheintakemanifold,theenginegoes throughafourstrokeprocess.Instep1,anintakevalvetothecylinder,orcombustionchamber,opens andallowsairtobedrawnintothecylinder.Duringthissameinstant,theEngineControlUnit(ECU) performscalculationsbasedonthemassofairdrawnin,theacceleratorpedalposition,andother factorswellexplorelatertodeterminethequantityoffueltoinjectasamistintothecylinderalong withtheair.Instep2,theintakevalvecloses,sealingoffthecylinder,andtherodpushesthepiston intothecylinder.Thiscompressestheairandfuelmixture,andalsoheatsitupevenmorebecauseof thermodynamicsandthepropertiesofgasesunderpressuremoreonthatlater.Atthepositionof maximumcompression,knownasTopDeadCenter(TDC),thesparkplugignites1theair/fuelmixture, whichburnsrapidlyasaninternalexplosiondrivingtherodandpistonintheoppositedirection.Thisis step3ofthecycle,andtheforceofthisignitionofgasolineandairistranslatedintoforcedrivingthe crankshaft,whichisthenroutedviathetransmissiontothewheels.Inthefinalstep,theexhaustvalve
Thisignitiondoesntalwaystakeplaceatthistimeandpositionseethesectiononignitionadvanceforfurther details.
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opens,andastherodandpistonmoveintothecylinderchamberagain,theydriveouttheburned gasolineandairmixtureintotheexhaustmanifold,wheretheyarecollectedonceagainintoacentral tube,theexhaust.Theseexhaustgasesareveryhot. Turbochargerstakeadvantageofthisprocessinaninterestingway.Aturbochargerisessentiallyapair ofturbines,orfans,connectedviaarod.Astheexhaustturbinespins,theconnectedcompressorwheel isforcedtospinaswell,buildingairpressure.Thegeniusofaturbochargeristhatitsitsinbetweenthe exhauststreamandtheintakestreamofanaturallyaspiratedengine.Astheexhaustgasesaredriven outoftheengine,theypassovertheexhaustsideturbineoftheturbocharger,andbeginspinningthe compressorfanataveryhighRPM.Thiscreatesavacuumconditionintheairintakestreaminfrontof theturbocharger.Thisvacuumdrawsinanorderofmagnitudemoreair(withoxygen,theprimary componentofcombustionotherthanthegasoline)fromthesurroundingatmosphere,andpushesit intotheintakemanifoldatapressurefargreaterthanatmosphericlevels(thisisknownasboost).This increasedairpressuremixeswithfueljustlikeanaturallyaspiratedengine,andisignitedwithinthe enginescylinders.Thecylindersthemselvesarealsounderincreasedpressure,anduponcombustion, producemoretorqueandhorsepowerthantheyotherwisewouldhave. Theprimarydisadvantageofthisprocessisthatitcreatesanenormousamountofheat.Theexhaust gasesdrivingtheturbochargerareincrediblyhot,andthisactstoheatuptheairthatcomesthroughthe intake.Increasedpressureornot,thetemperatureofthisairwouldseriouslyharmtheengine overtime,producingknockinthecylinders.Knock,putsimply,isaresultofprematureignitionoftheair fuelmixtureinthecylinder,andthisoftentakesplacebecausethecylinderortheair/fuelmixturehave overheatedtothepointofintroducingtemperaturesthatpromptcombustionindependentofthespark plugfiringevent. Severalthingsareusedtocombatengineheatandpreventknock.Thefirstistheuseofhigheroctane gasolinemeantforperformancecarsthattendtohavehigherenginecompressionandtemperatures. Higheroctanegasignitesatahighertemperature,itsonlyrealbenefit;itotherwisehasthesame energycontent.IhavetoexplainthiswhenItellmywifeher120horsepowerfourbangerdoesntneed 89or93octanegasoline;itsnotatreatforacarthatdoesntneedit.Thesecondmethodis introducinganintercoolerintheplumbingbetweentheturbochargerandtheintakemanifoldofthe vehicle.Anintercoolerissimilartoaradiator;hotgasesenterononeendandareexposedtoavery largesurfaceareaincontactwithasignificantlycoolerambientenvironment.Thegasesarecooled,and reintroducedintothethrottlebodyandintakemanifoldoftheengine.Intercoolersvaryintheirdesign andefficiency(FrontMountandTopMountintercoolersbeingtheprimaryexamples),butthebasicidea isthesame:cooloffthestreamofairenteringtheenginethatwasmadehotbytheturbochargerinthe firstplace. Thereareothertricksforsurethatallowyoutocooloffairbeforeitenterstheengine;tunerswillpay closeattentiontotheirBATs(BoostAirTemperatures)tomakesurethosetricksareworking.Cooler BATsreduceknock,createmorehorsepower(becausecoolerairhasahigheroxygencontent,andthus burnsmorepowerfully),andalsoreduceExhaustGasTemperatures(EGTs)toalimiteddegree,whichis betterfortheturbochargersystemitself.Aturbochargerworksverywellsolongasitiswithinits 4|P a g e Copyright2011.Abilor.Tuning@gmail.com
efficiencyrange;whenitcreatestoomuchairpressure,itheatsupdramaticallybeyonditsoperating limits,whichisnotonlybadforenginesafetyandperformance,butcanalsowarptheconnectingrodof theturbinesamongotherscaryproblems. Sothereyouhaveit.Toreview,turbochargerspressurizeairpriortoenteringtheengine,creatinga systemofforcedinduction.Thispressurizedairmixeswithanalsoincreasedmixoffuel,andcombusts withmorepowerinapressurizedcylinder,creatingdramaticallyhigherhorsepowerandtorquethana naturallyaspiratedengine.Thelimitsofthesystemaretheheatproducedasabyproductofthe process,whichcancausepreignitionofthefuelmixtureandcauseenginepartstofailprematurely. Therestisjustdetails 5|P a g e Copyright2011.Abilor.Tuning@gmail.com
Chapter 2: Why Tune?

Tuningisalaboroflove.Itsrisky.Itstedious.Itcanbemaddeninglyfrustrating.Sowhydoit? Foronething,ithelpsifyouhavethekindofpersonalitythatcantleavewellenoughaloneandlikesto fuckwiththings.IcametotuningfromanextremePCoverclockingenvironment,soproducinghuge amountsofpoweroutofaconventionalplatform,andthendealingwiththeheatandensuingriskit presentstocomponentswasnothingnewtome.Thatsaid,theresabigdifferencebetweena$350 quadcorechipanda$26,000car(withfinancingtoboot).Youhavetobalancetheriskwithsanity,and whenthingstostarttogobad,itsimportanttohavealreadysetlimitsforyourselfandnottopanic. TheWORSTthingthatcanhappenisthatyoucanblowtheengine,butthefactthatyourereadingthis alreadysuggestsyouhavethepropermixofballs,fear,andambition;welcome! TheMazdaspeed3/6ECUisamarvelouslittledevice,asarealltheenginesensorsthatconnecttoit.It isaquick,robust,andhighlymalleableunitthathotroddersandtunersonlyadecadeagowouldhave lovedtogettheirhandson.Ithasavarietyofsafeguardsinplacethatcanpreventyoufromrippinga holeinyourblock,solongasyoupayattentiontoitssignals.Foranexperiencedtuner,highBATs,lean AFRs,andknockretardarelikescreamsofagonytheengineisproducing,andyouwillneedtobecome sensitizedtothisfeedback.IstronglyencourageyoutogetanOBDIImonitoringcomputerlikea Dashhawk(orsimilar,sinceitwasdiscontinued),orattheveryleastmonitorknockretardonyourAPin realtimeforagoodlengthoftimetomakesureyourtuneissolid. Butagain,whyareweputtingourselvesthroughallthis?Inaword:performance.TheMazdaspeed3/6 hasarevolutionaryengineforsuchamodestcar,andthefactthatitisturbochargedoutofthebox makesitripe,lowhangingfruitfortuners.TheengineersatMazdamadeastoutlittleenginepaired withanequallystouttransmission,andcoupleditwithaDirectInjection/SparkIgnition(DISI)fuel injectionsystemthateventhecurrentmusclecarsdonthave2.DISIistraditionallydifficulttosetup andworkwith,andoftenregardedasfinickybyEFItunersinthepast(othersmayclaimotherwise,but thatsthereptheauthorhascomeacross).Itpaysenormousdividendsinfueleconomy,performance, andallaroundprecision,however,andwhenpairedwithforcedinduction,itsawinner. Thatsaidthetrendamongstcarcompanies,perhapsfairlydeserved,istoassumethattheaveragecar consumerisbothdrunkandmentallyretarded.Forthisreason,thestockconfiguration,ortune,of mostvehiclesisveryconservative,andassumesthatmaintenancewillbedonesporadically, infrequently,andperformedbyindividualsknownasdealershipmechanicswhoarealsodrunkand mentallyretarded.Mazdaengineers,alongwithotherautomotivemanufacturers,havetoaccountfor thiswhentheyreleaseanECUtuneontheirhardwareplatformintothewild,andtheresultisavery safe,boringvehiclecomparedtowhatitcouldbe.
Asofthiswriting,itisrumoredthatFordmayincludedirectinjectioninits5.0literCoyoteenginesasthenextbig stepupforwhatthisauthorfeelsisthecurrentmusclecarking.
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Whataretheselimitations?Wellforone,theengineerstrytoeliminateallnoise,vibration,and harshness(NVH)inthecabinsowives,girlfriends,andfemalecoworkersdontfreakoutaboutthe feelingoftheairconditioningturningonwhenyouhaveasetofstiffmotormounts;theyarefrightened byallthatstiffness,andthevibrationsgetthemworkedup.SotheJapanesethrowontheseflaccid mountsthatarepronetoenginelash,aphenomenonwhereinpowerisappliedinaspiritedfashion,and theenginemovesaroundintheenginebayratherthanputpowerdownintotheroadwhereitbelongs. Fuelingisalsoverylimited;theengineersassumethatyouwillmistakenlyfillupwith87octanegas occasionallyataMomandPopshopwhileyougogetmoreBeastorPBRtokeepyourselfinastateof constantinebriation.Forthisreason,theyprogramtheECUtoshootmoregasolineintotheenginethan isneededforagood,cleanburn.Notallthatgasolineisused,ofcourse,andtheleftoverdropletsglom ontothewallsofthecylindersandthroughoutthemanifolds,wheretheycanformdepositsandsludge overtime.Thisisknownasrunningrich,andthereasonengineerschoosetodothisisthatitcoolsthe cylinderwalls,thuspreventingknock;sludgeisbetterthanknock,theyfigure,thoughbotharedeadly givenenoughtime. Avarietyofotherlimitationsarepresentforeconomicreasons.Remember,itsahoppedupeconomy car;theattractivepriceisdueinparttoafewcornersbeingcut.Ifyouwantqualitypartsoutofthe box,gobuyanAudiorsomeshit.Butwithalittleextracash,asetofhandtools,andaFridaynightin thedriveway,youcanremovemanyoftheserestrictions,mostofwhichhavetodowithairflow. Mazdaspeedvehicles,likemanyothercars,comewithrestrictiveairintakes(theylooklikehuge,ugly, blackplasticboxes),poorlyflowingmanifolds(comparedtoperformancemanifolds),andrestrictive exhaustswhichareboggeddownwithcatalyticconvertersthatadheretostrictemissionsregulations, evenifyourstateisntthatstrict(godknowsLouisianaisnt).Freeingupyourenginesbreathingwill workwondersforbothfueleconomyandperformance,andisusuallyoneofthefirstmodsdone. Themyriadofpossiblehardwaremodificationsisbeyondthescopeofthisguide;consulttheforumsfor furtheradviceonthattopic.Iwillassume,however,thatyoulikelyhaveanupgradedairintake,either anSRIoraCAI;possiblyatestpipe;andpossiblyanupgradedintercooler,inadditiontoavarietyof otherhopupssuchasmounts,shortshifters,colderplugs,turbotimers,gauges,etc.Ifyoudonthave anyofthatstuff,thatsfinetoo,thoughyouwillfindthatthemoreyougetseriousaboutsqueezing everylastbitofperformanceoutofyourcar,themoreyouwillstarttoaccumulatethatstuff. ReturningagaintoWhytune?youwillfindthatinordertoreapthemostbenefitsoutofanyhardware modifications,youwillneedtoadjustcertainparametersontheECU.Somemodswillactuallyrequire thatyouadjusttheECUprogramminginordertooperatesafely.OptimizingyourECUprogramming throughthetuningprocesswillmakebothyouandyourmotorhappy;youwillundotheassumption thatyouareanignorant,drunkenhillbilly,andinreturn,yourrathervanillanewvehiclewilltransform intoabadasshothatchthatblowsoffthelinepastposeurricersandmusclecarsalike.Thetradeoffis thatlikeawomanthatgivesyouspecialattentionthewayyoulikeit,sheisalittlemorehigh maintenancethantheothergirls;youllgetusedtoeachothersneeds. 7|P a g e Copyright2011.Abilor.Tuning@gmail.com
Chapter 3: Start at the Beginning

Thebeginning.Nothingismoredauntingthatstartingfromscratch.Yourenotsurewheretogo,but youknowyouneedtogetthere.Thissectionoftheguidewillhelpyouestablishabaselineforyour vehicle,andalsoverifythateverythingiscurrentlyinproperworkingorder.Imafirmbelieverin keepingtuningassafeaspossiblegivenwhatsbeeninvested(orwillbe)inthesecars,soitsimportant todoarealitycheckbeforegettingintothethickofthings. Thefirstquestionyouneedtoaskyourselfis:Ismycarrunningproperlyrightnow?Youareprobably thinkingyes,buthowcanyoubesure?Justbecauseyourcarisntspewingoilorcoolantalloverthe place,orbuckingwhenithitscutoffsdoesnotnecessarilymeanthateverythingisjustright.Theonly waytoreallyknowforsure,asidefromacourageousinspectionofyourcarsphysicallayoutwhereyou gooutofyourwaytolookforproblems,isthroughlogging. Loggingissomethingyouwillneedtogetveryaccustomedto,andluckyforyou,theAPisoneofthe bestloggersoutthere.Beforeyoueventhinkaboutkickingyourtuneintohighgear,youneedtosetup yourAPtologthefollowingparametersataminimum: KnockRetard Boost BoostAirTemperatures AcceleratorPedalPosition ThrottlePosition LongTermFuelTrims ShortTermFuelTrims RPM MAFAirflow(ing/s) ActualAFR CalculatedLoad DirectInjectionFuelPressure SparkAdvance WastegateDuty
OlderAPswillonlybeabletograbtheaboveparametersataboutoneortwoasecond,whichis enoughtogetstarted.IfyouhaveanewerAP,thoselogfaster,soyoushouldbetograbthreeorfour datapointsasecond.Obviouslymoredataisbetter,butifyouhaveanoldermodel,dontdespair.As farasactuallysettinguptheAP,youcanlookattheirdocumentationonthematter;itspretty straightforward.Ifyourealreadygoodwithcellphonesettings,itreallyshouldntbeabigdeal.While youresettingupyourAP,itwouldbewisetogetthelatestfirmwareforthedevice,thelatestversions oftheOffTheShelf(OTS)premademaps,andalsobesureyouhaveacopyofthelatestversionof AccessTuneRacer;emailTravisintheCobbforumsifyouarehavingtroublelocatingthesefiles.
Onceyouconfigureyourloggingparameters,youcangoaheadandstarttoproducesomelogs.Onyour own,youshouldpracticecreatingvoluminouslogsandinspectingallthedifferentoutputsproduced. Thisisyourcartalkingtoyou,andyouneedtolearntolisten.Ifyouhavechildren,oryouareusedto workingwiththem,itssimilartoaninfantortoddlermakingbasicverbalizations,fromwhichyouwill havetointerprethunger,thirst,boredom,anger,ordirtydiapers.Learningthesesignalswillserveyou well. Afewwordsoncreatinglogs.ATRoutputslogsina.CSVformat,orasdataelementsseparatedby commasinalargetextfile.MicrosoftExcelisverygoodatopeningandinterpretingthesefiles. ChancesareyouwillbeusingExceltoviewandformatyourlogs.IfyoudonothaveaccesstoExcel,you couldtryusingOpenOfficeasaneditor,whichwillalsomorethanlikelyworkjustfine(neverdoneit myself). Thelogsyoucreatewillbeverylargeintheirrawform.Folksontheforumdontneedtoseeyour entirelog.Thereareonlytwokindsoflogswewanttosee,andonlyonewereallycareabout:MAF logs,andWOTlogs.MAFlogsandhowtorecordthemwillbeinthenextsectionofthisdocument. WOTlogsarecreatedwhenyoupushthepedaltothefloor,andseewhatthecarhastoofferwhenitis atWideOpenThrottle.Theaboveparameterswillberecorded,andthelogwilltellushowyourcar respondsunderthismaximumstressandloading. ThereisaparticularwaytodoWOTlogs.Youshouldfindanice,quietroadthatisfreefrompolice presence;aradardetectorisofassistancehere.Makesurethatyourcariswarmedup(hasbeen runningforatleasttenminutes),andthattheroadisniceandlevel;avoidcurves.Getheruptospeed, andsettleintothirdorfourthgear.Fromthere,youwanttoFLOORITfrom2500RPMto6500RPM.In thirdgear,thiswillmovefromaspeedofabout30mphto80mphinapproximately68seconds, dependingonyourmods;planaccordinglyinchoosingyourlocation.AfourthgearWOT,whichis preferablebuthardertodoofteninmyopinion,shouldtakeyoufrom40mphtoabout100mphin about79seconds,againdependingonyourmods. AssumingyouhaveconfiguredyourAPtorecordallthenecessaryparametersforadjustingyourtune, andyouvefoundagoodspottotakeseveralWOTlogs,weshouldnowtakealookatanexampleofa datalogandwhatthevariousparametersmean.Takealookattheformattedexcellogbelowfromone ofmyWOTruns;yourlogsshouldlooksimilar: 9|P a g e Copyright2011.Abilor.Tuning@gmail.com
Fig.1:SampleWOTlog Letsbreakdownwhatwerelookingathere.Firstofall,yourcolumnheadersmightbeinadifferent orderthanmine,sodontfreakoutifyourlogsarealittledifferent.Thebasicelementsareallthe same.Beginningwiththefirstcolumn,youareseeingtheelapsedtimeoftheWOTrunoutto hundredthsofasecond.Thistimeelementisveryhandy;ifyouareperformingyourWOTrunsina consistentmanner,youwillbeabletogaugeyourprogressbyhowquicklyyoumovethroughthe2500 6500RPMrange.Forexample,whenIbeganmytune,ittookmeabout7.5seconds.Bytheend,Ihad itdowntoabout6seconds.That1.5secondsIshavedoffistheproofinthepuddingthatmytune addedsomeseriousgrunttothecar.Thecaptureddatapointscanvarydependingonhowmany elementsyouarelogging,andwhatversionoftheAPyouhave.Olderversionsmayonlylog1or2data pointspersecond,asmentionedpreviously. Inthenextcolumn,youseetheAcceleratorPedalPosition,orAPP.NotethatthisisVERYdifferentfrom theThrottlePosition,TP.APPshouldshootuptothe99.06valueduringaWOTrun,indicatingthatIve gotthepedalmashedtothefloor.WithTPhowever,andwemayaswelldiscussitnow,youseethat theenginethrottleisonlyat76.44formostoftheWOTrun.Thisissomewhatmysterious,andcanvary basedonfactorslikeelevationandotherthings(looktoforumsformoreinfo),buttheimportantthing totakeawayfornowisthatwewanttotunefortheenginesTP,notforAPP.Justnotewhatitis,and fileitawayforlater;wellbetalkingaboutit. Nextupisoneofthemorecriticalvalues,theAir/FuelRatio,orAFR.Rememberintheturbocharger basicssectionwhereIdiscussedthatairisbeingdrawnintotheengine,alongwithamistedinjectionof gasoline?Thislittlenumberquantifiesthatamountinaverypreciseway.Nowisagoodtimeto introducetheconceptofastoichiometricmixture.Withrespecttogasolineandair,theirstoichiometric ratiobyweightis14.7unitsofairto1unitofgasoline.Thisvalueissometimesexpressedas1lambda, 10|P a g e Copyright2011.Abilor.Tuning@gmail.com
or1,whichismoreconvenientthanconstantlywriting14.7:1allthetime.Thesignificantthing aboutthisratioisthatitistheperfectmixforcombustionwhereinalltheoxygenintheairandallthe gasolinearecombusted.ForricherAFRs,thereisgasolineleftover(whichhasacoolingeffect,as mentioned),andforleanerAFRs,thereisoxygenleftoverthatcouldhavebeenburned. HereswhatyoureallyneedtoknowaboutAFRs:yougenerallywanttoseetheminarangefrom14.7 atidle,downtoabout11.8atWOT.Sittinginbetweenthereisgreat.Afewimportantcaveatsarein orderherethough.First,thesecarsrunmuchlowerthan11.8atWOTonthestocktune;theyare notoriouslypigrich.Thequickaccumulationofsootinthetailpipeisindicativeofthis.IfIrecall correctly,thestockWOTAFRissomethinglike10.8.Thisrichnessprotectsyouintheeventofproblems orfailuresthough,sodontstopreadingthisguide,setyourcommandedAFRto11.8,anddriveoff; theresmoretoitthanthat.SettinganaggressiveAFRmeansyouwillalwaysneedtogetqualitygas fromreputablechains(noMomnPop),andyouwillhavetobeveryvigilantaboutmonitoringforknock. Now,ifyoulookatmylog,youwillseesomethinginteresting.Firstofall,IamcommandinganAFRof 11.8,meaningItoldtheECUtoshootfor11.8,buttocompensateifthereareanyproblems.Formost oftherunImclosetotarget(11.76),butnowisthetimetointroduceyoutoanothercolumn:knock retard(KR).IncellsH10H12,alittlebitofknockwasoccurringduringtheWOTrun.Heresanother parameteryouneedtokeepinmind:KRvaluesoflessthan2arenotconsidereddangerous.They shouldbotheryou,andyoushouldtrytopreventthem,butdontloseyourmindaboutit.Inmylog,the KRis.35,nothingtofreakabout,butyoullnoticethatAFRdropsto11.32.Whathappenedhere?The ECUdetectedthatknockwasoccurring,andrichenedthestreamofgas.Theextragascooledand stabilizedthecompressioninthecylinders,andtheKRwentaway.Thisisarelationshipwewill continuetoexplorethroughoutthisguide. Remainingintroductoryforthemomentthough,heresanotherbigcolumn:boost.Thisoneisthe moneymaker,thequantificationofhowmuchpressureyourturbochargeriscreating,justcrammingair intotheintakemanifold.Boostisahugetopic,andallthevariouspossibilitiesregardingcreatingand holdingitarebeyondthescopeofthisdocument.Sufficeittosay,however,asmooth,constantboost curveisbetterthanasporadicone.Forsettingupyourbasictune,youaregoingtowanttousethis columntoconfirmwhetherornotyouarehittingyourboosttargets,andifyourboostcurveissmooth. Boostspikesaresomethingtobeavoided;theseoccurwhenyouaretargeting,say,19psiofboost, anduponinitialspoolupoftheturbochargeryouhit22psi.22psimightfeelawesomewhenyoufirst startyourWOT,butspikingtothattooearlyon,especiallyifyouareonthestockturbo(theK04),isa recipeforissuesdowntheline.Smooth,clean,andpreciseishowyouwanttoroll. Anothervalueoftheboostcolumn,asidefrombeingattheheartofthetuningprocess,isthatifyoujust cantseemtogetyourboostdialedin,orhitaboosttargetthatisveryreasonable,itcanindicatea largerissuewithyourcarsplumbing.Boostleakscananddooccur.WhenIinstalledmyTMIC,for example,overtimethestockhosewasrubbingontheTMICinletinawaythatcreatedasmallhole.The holeinthehoseexpandedovertime,andIlostpowerinaverygradualway.Afewweekslater,I noticedtheissue,andinstalledsomeStreetUnitboosttubes.Thepickupinpowerwasamazing;hadI
beenloggingIwouldhavenoticedrightaway.Thatstheadvantagetologging,andwhyyoushould createsomelogstogetabaselinebeforeyoudoanymajormodifications. ThenextcolumnisBoostAirTemperatures,orBATs.Reflectagainthatheatisourenemyhere,causing knockandotherissues.Nothingisworsethanhavingthedeckstackedagainstyouontheheatfront. HereinLouisiana,wehitupper90sfromJunethroughSeptembereveryday,withplentyofheatin frontofandbehindthatseason.Texas,SouthernCalifornia,andotherGulfShorestateshavesimilar temps,butevenMainewillgetafewdaysatthosehighs.BATsaredrivenupduringhotweather,as alreadyheatedairgetscompressedbytheturbocharger,andiscooledlessefficientlybytheintercooler becauseofthehighambienttemperatures.TheBATisthetemperatureofairphysicallyenteringthe intakemanifoldandthecylinders.HighBATswillgiveweakercombustionbecausetheheatedairisless dense,andthereforehaslessoxygen.Worse,theywillalsodriveuptheExhaustGasTemperatures (EGTs),whichmakestheturboevenlessefficient.Worstofall,toomuchheatcausesknock,orearly detonationoftheair/fuelmixture,riskingtheengine.Generally,aBAToflessthan125Forsois acceptableforperformance.Higherthanthatisusuallyaresultofheatsoakoftheintercooler (drivinghelpsalleviatethiswithairflow,oranFMIC),andtheresnosuchthingistoolowofaBAT, assumingthecarisfunctioningproperly;welltalkmoreaboutthislaterwhenwecovermethanol injection. Thenextcolumnisthecalculatedengineload.Thisisalittletrickiertoconnectwith,sincetheload numberissomewhatabstract;itdoesnteasilylenditselftoacorrelationwithunitsinmph,psi,or voltage.Itdoesrepresentthepoweroutputoftheengine,however,andisindicativeofhigherordersof engineoutput.Afewconceptsareworthdiscussinghere.Firstofall,forboostbasedtuning,weare attemptingtoset,hit,andholdaparticularboosttargetinordertomakemorepower.Loadbased tuning,ontheotherhand,setsaparticularloadtargettohitandhold.Whatsthedifference?Well, whenwesetaboosttarget,theECUwilladjustthecarsoutputstohitthetarget,meaningyouwillsee loadandafewotherparametersvaryinordertomeetthetarget.Loadbasedtuningholdstheload constantwhilevaryingfactorslikeboost.Whichisbetter?Well,thatslikeaskingifcakeorpieisbetter, everybodyfeelsalittledifferently.Eachhastheiradvantagesanddisadvantages. Boostbasedtuningdoesappeartobesignificantlyeasiertoproduceasolidtune.ItsAchillesHeelis thatduringcoldermonths,theengineloadcangoupsignificantly,andinsomecases,produceafew problems.AboostbasedtunethatrunsgreatinJulymayrunlikeshitinJanuary,especiallyifyoulivein placeslikeOhio,Pennsylvania,NewYork,orOntario.Youwillneedtomonitoryourlogscloselywhen thetemperaturesplunge.Generally,youwillseepeakloadsalittlenorthof2insummermonths,and thiswilltaper.Inwinter,itmaygoashighas2.8or3.0;thisisokwithpropermods,butseekmore adviceinforums.Loadbasedtuning,asacomparison,wontvaryasmuchseasonally,butcancreate boostspikestomeetloadtargets.Thisisfinewhenyouhaveplacedsafeguardsinplace,butfornoobs, itsalittletrickierthanboostbasedtunes.Ihavedealtwithboostbasedtuningexclusively,butifyou feelyouwanttotryloadbasedtuningdowntheroad,therearecertainlyplentyoffolksontheforums whovedoneitsuccessfullyandwouldbehappytohelp(ifyouhavedonatedtotheboards,ofcourse, andceasedtobeabrownie).
Lookingatmylog,youcanseeIhitapeakloadof2.23,whichthentapersdownsignificantly.Thiswas intheupper70s;intheupper90s,myloadspeakatabout2.1orso.InJanuary,itwilllikelybe2.5. WhatIwouldrecommendtakingawayfromthisisthatwhenyouperformyourbaselinelogs,seewhat kindsofloadsyouarehitting.Asyoutune,theproofthatyouaremakingmorepowerwillshowupas increasedengineloads.Thisisgood,butonlyuptoapoint;youdontwanttooverloadthecar.Icant giveyouamagicnumber,likesay,over3.2willbreakshit;youwillneedtokeepaneyeonthings yourself. Fuelpressureisthenextcolumn.ThiswillshowyoutheawesomenessoftheDISIfuelingsystemin action.Awordonfuelpumps.Thestockfuelpumpisprettygood,andisthesamehighpressurepump insometurbochargedAudiandVWapplications.Thatsaid,itfallspreytotheeconoboxconditionof beinggoodenoughforthecarasitspackagedtothepublic,butforbeefedupperformance,itcanstart tofailovertime.Thisloglooksprettygood,withfuelpressurewellnorthof1600psi.Thatsalotof pressure,butitsneededbecausethegasolineisinjecteddirectlyintothecylinderasafinemist;the surfaceareaofthatmistiswhatallowsforrapid,precisecombustionandcoolingonthecylinderwalls. Withoutthishighpressure,theenginewillnotperformaswell,possiblyknocking.Asyoutuneand upgradeyourcar,youwillwanttowatchandbesureyourfuelpressuresdonotdropbelow1200psi;if theydo,youareplayingwithfire.Youwillwanttoconsiderupgradingyourfuelpump,eitherbuyinga newoneoutright(about$1,000,minusacorereturnrefundofabout$350),orbuyingnewpump internalsofferedbyKMDorAutotech(about$350).Stage1guyswithintakesmaynotneedtoworry aboutthis,butanyonewithatestpipeoradownpipeshouldstronglyconsiderupgradingtheirpump. Itsworthitinpieceofmindalone. AnoteonGenpus:Genpus(gen2s)havearadicallydifferentECUfuelinglogicfromtheGen1s.IThas beennotedbytheCobbteamthatiffuelpressureeverdropsbelow1600psi,thentheECUwill immediatelyincreasetheInjectorPulseWidthofthefuelinjectors,drasticallyreducingpressure.It wouldbeasifanEMTfoundyoubleeding,sohecutopenyourfemoralarterytohelpyou.Forthis reason,GenpufolkswhowantaggressivetunesMUSTupgradetheirfuelpump.Fuckyourlife. Wewentoverknockretard,soletslookattheLTFTcolumn.Theressomethinginterestinggoingon hereinthislog.Firstofall,letsdiscusshowthecomputerperformsfuelingtasks.Intheexhaust streamofyourcartherearetwooxygensensors.Thesesensorsaredesignedtooperateintheextreme temperatureoftheexhauststream,andareconstantlysamplinghowmuchoxygenispresentpost combustion.Oxygenthatispresent,andhowmuch,isusedtocalculatetheAFRpresentinthe cylinders.Theresacatchherethough;thesereadingsareonlyperformedduringclosedloop operations,wheretheECUhasaccesstodatafromtheMassAirFlowsensor(MAF)aswellasthe oxygensensors.Closedloopoperationisthekindofdrivingyoudoaroundtown,cruisingonthe highway,andintheparkinglot.TheECUisconstantlymonitoringdata,andmakingadjustmentstohow muchfuelitisinjectingtohitatargetedAFR.TheLTFTisaseriesofaveragecorrectionstheECUmakes overtimebasedontheShortTermFuelTrims(STFTs).STFTsaremoreimmediateadjustments(see thatcolumnaswell).LTFTscanthusbeusedtodemonstratehowwellcalibratedyourMAFis(seenext section),andwhatcorrectionsarebeingmade.
Thatsaid,closedloopoperationgiveswaytoopenloopoperationwhenthecarisatWOT.Openloop operations rely on the MAF voltage sensor reading and the open loop fueling tables to command a particularAFR.ThecommandedAFRandtheactualAFRarenotnecessarilythesame,sothisisagain somethingyouwillwanttoinspectinyourlogstomakesurethatyouareabletosetanAFRtargetand hitit,reallyhitit.Ifyouarecommanding11.8,andhitting11.36,youareoff;11.76wouldbespoton. ReturningtoLTFT,youcanseewhereyourcarmadetheclosedlooptoopenlooptransitionbywhenthe LTFTchangesfromacertainvalueto0.16asaconstanttrim.Inmycase,thisisthetransitionincells I17andI18from2.18to0.16.Ifwereferencethecalculatedloadcolumn,weseethatIwasataloadof 1.96halfwaythroughtheWOTlogbeforeItransitioned;thisisundesirable.Youwanttotransitioninto openloopatthebeginningoftherun;thenextsectionswillshowyouhowtothis. MAFvoltageisnotsomethingyouwillbelookingatveryoften,butasapointofreference,theMAF sensorisactuallyalittlepieceofwirethatsitsintheintakestream.Thiswirefollowsaveryspecific physicallawgoverninghowwellelectricityisconductedunderheat.Thewireisheatedup,andasthe airpassesoverit,thecoolingeffectallowsahighervoltageratingtobeachieved(moreconductionof electrons)withthesameconstantinput.Fromthisvoltage,theECUcanverypreciselygaugehowmuch airisenteringtheengine,asseeninthenextcolumn,MassAirflowmeasuredingramspersecond(g/s). Massairflowisagoodthing;thehigherthenumber,thedeepertheengineisbreathing,andthemore powerisbeingmade.Forastage1tune,hitting230isprettygood.Forstage2,hitting280ispretty good.Ihit300once,itwasgreat,buthighertempswillkillthisoff.Again,youshouldnoteyourlogs breathingdeeperandmakingmorepower. RPMistheenginesrevolutionsperminute,howfastthecrankshaftisturningbecauseofcylinder combustion.Itsausefulreferenceforyourtables,sinceyouwillbecommandingcertainvaluesat certainrangesoftheRPM.Fornow,justbeawareitexists,andthatitshouldbeincreasinginasmooth linearfashion. WediscussedSTFTs,soletsmoveontoignitionadvance,atrickyone.Recallearliermydiscussionof TopDeadCenter,thepositionwhereacylinderisunderastateofmaximumcompressionofitsair/fuel mixture,andthesparkplugignitesthemixture.Thatsactuallyaverysimplewayofputtingit.In reality,theflamefrontistheleadingedgeofthecombustionoftheair/fuelmixture.AstheRPMsof theengineincreases,itbecomesdesirabletoigniteandproducethisflamefrontinadvanceoftherod andpistonspositionrelativetothecrankshaft.Thebestpositionforachievingtorqueisactuallyabout fifteendegreespasttopdeadcenter;thislittlebitofleverageisverytorqueeyasforceisappliedto thecrankshaft,buttakesmaximumadvantageofthefourstrokecycle.Athigherspeeds,wewantto advancethetimingofoursparkplugignitiontoachievethissweetspotofleverageonthecrankshaft. Luckily,yourECUwilldomostofthiscalculationforyou.Advancedtunerswillincreasetheirmaximum timingthresholds,whichwillallowtheECUtocreatemoreignitionadvancetomakemorepower.A wordofcautionhowever:ignitiontiming,improperlycalibrated,putsyourengineatseriousrisk!Most noobsshouldleavethissectionalone,andsimplyverifythattheirignitioncurveisasmooth,linear progressionofvalues.Inmylog,itsasmooth,stableincreaseinadvancingtheflamefronttomake safe,increasedpower.Yoursshouldbetoo.Ignitiontimingisablackart;leaveitbefornow.
WediscussedThrottlePositionalready,andspeedisselfexplanatory(ifitsnot,putthisguidedownand letyourdaddydothetuning),soletstacklethefinalcolumn,theWasteGateDutyCycle.Thisisan interestingone,andaspotthatalotofnoobsaresimplynotawareof.Wecoveredthebasicsofa turbocharger,butthisisapieceofsignificantdetail.Iwantyoutoimagineyouarestandingnexttoa waterfall,andthatyouhaveabucketwithabottomthatishinged.Youhaveinyourhandapieceof rope;whenyoupullontherope,itclosesthebottomofthebucket,andwhenyouletgooftherope, thebucketsbottomopensbackup.Alsoconnectedtoyourbucketisapipelinethatchannelswater backintoyourcampingareaorfarmorwhatever(itsananalogy,gowithit).Asyoustandthere,you leaveyourbucketinthewaterfallsuchthatwhileyouarerelaxed,thewaterfromthewaterfalljust flowsrightthroughit.Whenyourbrobackatthecampsiteyellstoyou,Nowdude!youpulltherope, andthewaterfallfillsthebucketquickly,channelingthewaterbacktoyourbroattheotherend.While yourbroisenjoyingthatrushofwater,yourarmsstarttogetdamntiredsincethewaterfallismakinga lotofpressure;eventually,youhavetoletgo,oryourarmswillfail,andpossiblybreak. Awastegateislikethatbucket,andyouarethesolenoidthatcontrolsthedooratthebottomofthe bucket.Thewaterfallisyourcarsexhauststream,andyourbroistheECU;thecampsiteistheintake manifold.Thewastegatesitsinthecarsexhauststream,andwhentheECUyells,Nowdude!itsends currentthroughthesolenoid(knownasthedutycycle),whichclosestheportonthewastegate.When thathappens,theexhaust(waterfall)doesntfloweffortlesslythroughthewastegate(bucket),but insteadisdivertedtospooluptheturbochargertocreateboost.Likeyou,however,thewastegatecan onlytakesomuchstressbeforeitfailsorbreaks. Thiscolumnshowsyouhowmuchthewastegateisclosedasapercentage,andthushowharditis workingtobuildboost.ThisvaluewillincreaseathigherRPMs,showingyouhowmuchthewastegate hastoclosetomatchtheboosttarget.Youdontwanttobeinasituationwherethewastegatevalueis at99%foralongtime.Thisislikeyourbuddyenjoyingallthatwaterbackatthecampsitewhileyour armsarebreaking;fuckhim3.Youshouldtryandtunesuchthatyourwastegaterisesfairlylinearly,and doesntgomuchhigherthan85%.Thatscomfortableoptimizationwiththelongtermpictureinmind, especiallyforthoseofyouwhoaretuningyourdailydriver. AnothernoteonGenpus:IdomytuningmostlyonGen1Speed3s.Ivebeentoldbyrfinkle2and otherswiththeGenpuplatformthattheWGDConthesevehiclestendstorunhigherthantheGen1 cars.IfyouarerunningaGenpu,andyouareseeinghighWGDCinyourlogs,theresprobablyless reasontofretthanifyouhaveGen1.Forbothgenerations,youwillknowifyourWGDCisreallymaxed outbecausethoseBATswillstarttoreallyshootup.Inmyopinion,however,itsalreadytoolateifyou areseeingthat;youareriskingyourwastegateandshouldbackoff.SmartpeoplesayIworrytoomuch, butthosepeoplealsotendtohavetwoorthreecarstheyscrewaroundwith.Idont. Nowgomakesomelogs,groomthem,andpostthemupthereforfolkstolookatandhelpyoustudy.
Thoughmaybeyourfriendisntatotaldoucheifhedoesthistoyou: http://www.mazdaspeedforums.org/forum/f9/fearnot100wgdc83000/
3
Chapter 4: Calibrating your MAF

Okay,youvemadeitthisfar.Bynowyoushouldunderstandthebasicsofaturbochargedengine,you shouldhavemadeseverallogstogaugeyoursetup,andyouveinstalledAccessTuneRacer,orATR. Thiswillbeyourfirsttuningexercise,anditwilltakesometime,whichisgood;youllhaveachanceto study. CalibratingyourMAFissomewhattediousandtimeconsuming,butitisvitalthatitbedonecorrectly, especiallyifyouhavedoneanytypeofintakemodifications.TheMAFcomesprettywellcalibrated fromthefactory,soIwouldntexpectastockvehicletoneedit,buteventhenyoumightbenefitfrom goingthroughthisexercise.Thereasonitiscriticalisbecausedowntheroad,whenyouare commandingleanerAFRsinopenloop,thesecommandsneedtobespoton.TheECUissmart,butit canonlydoaswellasitssensorsandiftheyarefeedingitgoodinformation.CalibratingyourMAFwill maketheECUscommandsforairandfueltargetingsafewithinthefirstorderofmagnitude,andhighly performinginthesecond. Tobeginwith,youmayaswellexamineyourLTFTstoseehowmuchworkyouhavetodo.ThewayI liketodothisinformallyistoturnonmyAPandlivemonitortheLTFTsection.Thenjustdrivetoget somegroceries,orwhatevershityouliketodoonaSaturday.Nowisagoodtimetotakethewife, girlfriend,orkids,asyouwontbehittingithard,butyoudowanttogothroughplentyofcitytrafficand dontbeafraidtodriverightupthatonramp.Whileallthisisgoingon,yourAPwillletyouknowthe lowestandhighestthresholdsofLTFT.Ifyourelikemostpeoplewhoshowupontheboardsneeding help,youveprobablyalreadyflashedastage1map,andnowyourLTFTswillbeintherangeof15/15, orevenatouchworse. CobbrecommendsthatyoucalibrateyourMAFtobewithin8/8.Fromnowon,Iwillrefertothisasan absolutevalue(anexpressionofmagnitudeindependentofbeingpositiveornegative),orabs(8). Personally,Ithinkthatevenabs(8)isratherimpreciseforagoodtune.Itrytobewithinabs(2)atall times,thoughweather,A/C,andsimpleentropycanthwartyou.Youshoulddefinitelytunethe calibrationtowithinabs(4)acrosstheentireMAFrangeifyouwanttofeelsuccessfulaboutthis exercise,inmyopinion. Ok,asfortheactualcalibration,thisisthetechniqueasfarasthedriving.Takeherouttoanicequiet roadfarawayfrommuggles4(nonperformancedrivers),andsetyourAPtolivemonitoryourMass Airflowingrams/secondwhilelogging.Atidle,thisvalueshouldbeataround3.Getinto2ndgeargoing ratherslow,about2,000RPM.Whatyouneedtodonowisincreaseyouraccelerationsmoothlyand slowlythroughthewholepowerbandwhileyouwatchtheg/sreadout.Youwanttohitnumbers throughthewholespectrum,from5allthewayuptoaround130g/s.Itwilltakesomepracticetoget thisright;itwillbetheslowestwayyouevergetclosetoredline.Dothisthreetimes,andyouwillhave capturedyourdata.
AsidefromtheHarryPotterreference,thisisalsowhatgeocacherscallregularfolks;itkindofcaughtonwith me.
4
Itoughttolooksomethinglikethis: Mass MAF Long TermFT Voltage Airflow (g/s) (V) (%) 4.06 1.3 3.51 4.06 1.31 3.51 4.06 1.27 3.66 4.06 1.23 3.26 4.06 1.23 2.98 4.06 1.54 3.02 4.06 1.23 4.06 4.06 1.3 2.94 4.06 1.3 3.7 4.06 1.29 3.75 4.06 1.3 3.42 4.06 1.3 3.51 4.06 1.3 3.56 4.06 1.32 3.51 0.16 1.54 3.96 0.16 1.67 6.35 0.16 1.71 7.89 0.16 1.7 8.79 0.16 1.79 8.45 0.16 1.81 10.57 0.16 1.85 11.07 0.16 1.95 11.8 0.16 2.01 13.53 0.16 2.11 14.89 0.16 2.09 17.6 0.16 2.1 17.22 0.16 2.07 17.45 0.16 2.07 17.15 0.16 2.08 16.67 0.16 2.07 17.22 0.16 2.08 17 0.16 2.1 16.93 0.16 2.19 17.37 0.16 2.24 20.54 0.16 2.24 21.87 0.16 2.23 22.88 0.16 2.25 22.68 0.16 2.25 23.28 17|P a g e Copyright2011.Abilor.Tuning@gmail.com
2.24 23.08 2.24 22.48 2.27 23.28 2.3 24.97 2.31 22.48 2.41 24.97 2.41 28.9 2.49 28.7 2.52 31.98 2.51 33.31 2.6 32.87 2.62 36.79 2.64 38 2.69 37.75 2.8 41.29 2.77 45.89 2.8 45.61 2.83 48.12 2.87 49.82 2.9 53 3.04 54.78 3.11 69.84 3.28 82.87 3.29 94.8 3.3 96.19 3.36 96.65 3.42 101.34 3.47 108.08 3.48 114.06 3.51 114.58 3.54 116.11 3.55 120.81 3.49 121.86 3.51 115.6 3.73 118.7 3.74 143.55 3.99 143.55 4.04 160.89 2.85 185.55 2.08 167.69 Table1:SampleMAFlog
0.16 0.16 0.16 0.16 0.16 0.16 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4 1.4
YoullnoticerightawaythatIcleaneduptheworkbook,andomittedalltheothervaluesexceptfor LTFT,MassAirflow,andMAFvoltage.Youdontneedtodothis,orifyoudowanttobehyperanal,you reallydontneedMAFvoltageeither.Inanycase,youcanseeinthisrunthatIgraduallyandlinearly increasedmyMassAirflowalongasmoothspectrumofvalues.YouwillalsonoticethatIhighlighted twosections.Thesearebreakpointrangeadjustments,andyouwillwanttotattoothefollowing schemaontoyourbrain: MassAirflow BreakpointRanges 05.7g/s 5.718g/s 1830g/s 3077g/s 77maxg/s Table2:MassAirflowBreakpointRanges Sohereshowthisworks.ThosebreakpointsrepresentzonesinwhichtheECUtendstobreakupits learningofLTFTpatterns.YouwanttolookforsolidblocksoftrimadjustmentsthattheECUhasmade withinthoseranges.Withmylogabove,youcanseethattheECUhasanLTFTadjustmentof4.06 withinthefirstrangeof05.7g/s.Whatdoesthismean?Itmeansthatovertime,theLTFTispulling 4.06%ofthefueloutoftheinjectionstreaminordertohititstargetedAFR.Similarly,itisadding1.4% morefuel(1.4,thegreenblock)intheroughly3077and77andbeyondranges.Whenyoufirstare startingoutonthiscalibration,youwilllikelyseeawidedistributionofvaluesineachofthe5ranges. Sowhatnow?Well,firstyoushouldcheckallthreeofyourlogs(youdidmakethree,right?)andseeif thetrendsareconsistent.Ifso,youshouldsettleontheLTFTadjustmentblockwithinmostofoneof theaboverangesaswhatyouneedtocalibrate.WhatImeanisthatformy05.7g/srangeabove,the ECUispulling4.06%ofthefuelforthemajorityoftherange,thereforeIwanttocalibratemyMAFto pull4.06%ofthefuelfromthatrangeallthetime,somyECUwonthavetoadjustforitonthefly(not asmuch,anyway.Todothis,Iwillneedtodosomemathfirst.Iwanttocalculatetheadjustment basedonthefollowingformula: MAFCalibration=(100+/LTFTAdjustment)/100 Inthiscase,itwouldbe1000.0406,whichis0.9594. Great!Nowwhat? NowyouopenATR,andmakeyourfirsttuningadjustment.Loadyourmap,andgotothissetoftables:
Whenyoureinthere,youshouldseesomethinglikethis: Therearetwovaluesinhere,MAFvoltage,whichisreadonly(youcantchangeit),andtheMass Airflow.RememberItoldyouthatyourMAFsensorisahotlittlebitofwirethatproducesmorevoltage asairpassesoverit?Wellthistabledictatestheprecisionofthosevoltageswithrespecttotheairflow. IftheECUisbeingforcedtoaddorremovefuelfromthestream,itsbecausesomethingiswonkyinthis table.Youregoingtofixit,rightnow. Usingyourmouse,highlightthetopandbottomrowsofthetable,likeExcel,from0tothe5.7 breakpointintheMassAirflowrowinthebottom;holdingdowntheSHIFTkeywhileyouselectwill help.Itshouldlooksomethinglikethiswhenyouaredone,andthewhole05.7rangewillbeselected: Now,hitthe<M>key(tomultiply),andyouwillgetthislovelylittledialogbox:
Itwilldefaultto0whenyouopenit;Ienteredthecorrection.WhatthiswilldowhenyouhitOKishard codethecorrectivefactorintotheECUstables,sothecomputerwontneedtoadjustanymoreasmuch onthefly.Younowwanttofollowthissameprocedureforallyourranges. 20|P a g e Copyright2011.Abilor.Tuning@gmail.com
IfeelcompelledtoremindyouyetagainthatthereasonwearedoingthisissothatourMAFvoltages thatarecommandingfuelinjectionareasaccurateastheycanbewhenthecarentersopenloop,and MAFreadingsbecomecriticallyimportantfordialinginAFR.Sincewewilllaterbemovingintoan aggressivelyleanAFR(whichmakesmorepower),lockingdownyourMAFnowwillkeepthisprocess safe. Sonowwhat?Youveadjustedforallyourranges(addingfuel,BTW,likethe1.14rangeinthelogwould havebeenanentryof1.014intheATRdialogbox),andsavedthemtothetable.Nowyouhavetocopy ALLthevaluesintheMAFTableA,andpastethemintoMAFTableB.Whyaretheretwotables?No idea.Somehavespeculatedoneortheotherisaccessedbasedontemperatures,orloads,oropenor closedloop;Idontknowpersonally.Justdoit.Bothtablescopied?Good;nowflashthemap. Congratulations;youarenowtuning. Nowthatthemapisflashed,guesswhat?Yougettodrivelikealittleoldgrannyforthenext50100 miles.Youshoulddoalotofcitydriving,andalotofgoingthroughthegears.ThiswillgivetheECU timetoreacttoandadjustforyournewvalues,anditwillneedtosettledownintoawholenewrange ofLTFTsacrossthewholeMAFspectrum.TrynottodwellontheLTFTsasthisprocessunfolds;just breathedeepandlookoutthewindowalot,andtrytorememberallthenewtuningknowledgeyou havenow.Oncethemilesaredone,yougettodothewholethingoveragain.Seriously. Remember,tosuccessfullycompletethisexercise,youshouldbewithinabs(4)throughoutthewhole LTFTrange;bonuspointsifyoucangetwithinabs(2)likegoodoldAbilorcan Butwhileyouarewaiting,youcanreadthenextsections.Oh,andnowisagoodtimetoturnonboost basedtuning;seechapter10. Turnthepage
Chapter 5: Closed and Open Loop Transitioning

Ok,thissectionwilltakeadvantageofallthehardworkyoudidinthatMAFcalibrationsection.Now thatyourMAFiscalibrated,wecancommandfueltargetswithconfidence.Beforewecandothat though,wehavetogetyourcartransitioningtoanopenloopfuelingstateratherthanstayingina closedloopstatefortoolong.Theprocedureisactuallyfairlysimple.GoaheadandopenupATR,and findtheclosedlooptablessection,seenhere:
Fig.3:ATRClosedLoopTables Whenyoureinthatsection,thefirstthingweregoingtodoisundomoreoftheJapaneseengineering assumptionsthatAmericansareyahooretards.WeregoingtotelltheECUthatitshouldbeadamn sightquickeraboutswitchingfromclosedlooptoopenloopwhenitssupposedto.Thisisknownasthe ExitDelay,andasyoucansee,weareabouttopokeit.WhenyouclickonExitDelayTableA,youwill seethefollowingonyourOTSmap:
Goaheadandclickthecell;itwillhighlight.Youarenowgoingtoissueacommandfordirectentryby hittingthe<E>key.Whenyoudo,itshouldlooklikethis:
YoucanseethatIhaveenteredavalueof15.Thisishalfthepreviousdelay(inmilliseconds,Ibelieve), andwhenIclickOK,thetablewillnowlooklike:
Gooddeal,totalwin.YouwillfindthatworkinginATRfollowsmuchofthisprocess,sorememberthat <E>keytodirectlyeditacellvalue. Movingon,theExitDelayBandCtablesbothneedtobeupdated.Theywillbothhaveadefaultvalue of80;youagainwanttohalvethem,thistimeto40.Goaheadandmakethoseupdates,Illwait. Done?Good.Youshouldfeelfasteralready,thatjustadded10HP.Justkidding,ifonly.Butitispartof thepicture.ThenextthingweneedtodoisactuallytelltheECUtotransitionearlierthanitnormally wouldhave.Thisisachievedwitharathermysterioustable,theClosedLoopMaxLoadDtable,seen here:
Fig4.:ClosedLoopMaxLoadDTable Clickonthatpuppy,andyoullseethefollowing:
Whatshappeninghere?Well,theECUismakingontheflyadjustmentsbasedonthistableofwhento leaveclosedloopandenteropenloopasafunctionoftheengineRPMandloading.ForalowerRPM, like2500,theenginewontenteropenloopandcommandanAFRtargetfromtheopenloopfueling tables(whichwelllookatnext)unlesstheengineloadis1.85orhigher.Wearegoingtopokethis,and makeitgotoopenloopforlowerengineloads. ThevalueIlikeforthis,andthisisbasedonDanosexcellentearlyresearchinboostbasedtuning,isto enteropenloopforloadsof1.25orhigher.Itmightbetemptingtoenteropenloopatlowerloads,but thiscanaffectregular,dailyperformanceinunsettlingways.1.25isagoodbreakpointwhereyou usuallymeanbusiness,andwanttocommandyourtunedAFRstoaccelerateatpartialorwideopen throttle.Youalsowanttostickwiththevalueslowerthan1.25inthehigherRPMs;youdefinitelywant tobeinopenloopupthere.Youshouldadjustthetabletolooklikethefollowing:
Again,youwillbeusingthecelleditorcommand,<E>. 23|P a g e Copyright2011.Abilor.Tuning@gmail.com
Pointoftrivia:whytheMaxLoadDtable?ShouldIchangetheothertables?youmightbeasking yourself.LikeIsaid,Idontknoweverything,butmyunderstandingisthatbettertunersthanI discoveredthisthroughtrialanderror,orperhapssomekindofindustryinsiderpointeditout.Fornow, youandIbothbenefitfromknowingthisispropertableforthiskindofwork,andwellleavetheother onesalone. Right,thatsitforthissection.Goyou.Nowwecanworryaboutfuelingtargets. 24|P a g e Copyright2011.Abilor.Tuning@gmail.com
Chapter 6: Fuel Targeting

Fueltargetingissomewildshit.Whatwewanttodonowistakeadvantageofyouropenloop transitionsandcommandabadassAFRtodoourbiddingwhileinopenloop.Wewillbemakingsome sweeping,aggressivechangeshere.Letmeremindbeforewebeginhere,however,thatifyouare skippingaroundsectionsinthisguide,thenyoushouldonlytrythisshitifyouvealreadyadjustedyour MAF.Ifyouhavent,andyoutrythisout,youmaycommandleanertargetsthanyoumean,whichwill knocklikeanevilmonkeywithcymbals(youyoungpupsprobablydontrememberMonkeyShines,cool flick).YoumightalsoequallylikelycommandricherAFRtargets,whichislessserious,butyouwilltakea losstoperformance. So,whatsagoodAFR?Personally,Ilike11.8.Idiscoveredontheboardsthatitsasolidtargetfor aggressiveperformancewithminimalrisk.Somedudesliketorockinthetwelves,butthatsabitout therefornoobs.Iveconfirmedthroughsomeindependenttuningresearchthatevennumbersashigh as13arentoutoftheboxforsomeplatforms,but11.8isconsideredsafeterritorythroughtrialand erroronourownboards. Soshouldyoucommand11.8?Fuckno.Startouteasywith11.4,andmakesurethatyoucanhitthat beforeyougoapeshit.Hereshowyoudoit.Gotothefuelingtablessection,seenhere:
Fig.6:ATRFuelTables Goaheadandopenthatfirstone,itsprettyeasy,theFuelCLCommandedEQ(base)table.Itshould looklikethisforanOTSstage1map:
Nowweregettingintosometrickyshit.Ifthistabledoesntintimidateyouabit,yourecrazy;that said,theprocessisactuallyprettysimpleoncesomeoneshedssomelightonitforyou.Whatsgoingon hereisthattheECUiscommandinganAFRbasedontwovariables,RPMandengineload.Sayyoure cruisingdownthehighway;thatsabout2.5Kin6thgear,andaloadofabout0.25.Wecanseeifwelook thisupinthetablethatthecommandedAFRshouldbeabout14.68(closetostoichiometric, remember).Letssaysomebigrigiscrampingyouinthelane,soyougiveitsomegastoaccelerate. Theloadwillshootuptosay,1.25,andyouwillgoto3kprettyquick.Again,lookingthisup,the commandedAFRwouldbe14.122.Bytheway,theECUdoesntjustjumpthroughthesetables discreetly.Itperformsmillionsofcalculationsbasedonrealtimesensorparameterseverysecond,and transitionsbetweencelltocellinthetablesinasmoothfashionthattakesintoaccountmethodslike 26|P a g e Copyright2011.Abilor.Tuning@gmail.com
normalmeanvectorsandvariancetogetfromAtoB.ECUbasedfuelinjectionisamiracle,showsome respect. Anyway,youcanseethatclosedloopisprettyconservative.LetscompareittotheFuelOL/Part ThrottleCommandedEQ(NoKnock)table:
Forthisone,letsassumeyouareracingyourbrofromworkatastoplightonthewaytotacosforlunch. Youcantgoballsoutsincetherestraffic,butyouarehittingprettygoodloadsathigherRPMs.For example,youareacceleratingrespectfully,producinganengineloadof1.5,andyouarentshiftinguntil past5K.TheAFRtargetforthatrangewouldbe10.305;prettydamnrichcomparedtotheperformance valueof11.8.Yourfriendgetsthetacoandthegirl,andyouareforeveralone. Soletschangeyourfate.Therearetenfuelingtables,andyouaregoingtochangethemall. First,settledownforamomentandconsiderthequalityofgasolineyouarepurchasing.Ifyouare buyingMomandPopgas,whichIqualifyasanygasnotfromShell,Exxon,Chevron,orBP(Imanelitist whenitcomestomyfossilfuelfix),nowisthetimetodigforpenniesinthecouchandconsiderdusting offtheresume:youneedtobuyqualityfuel.Also,youdefinitelywanttobegetting93octaneifyou
can.Ifyoucanonlyfind91within20milesofyourhouse(fuckyourlife),youwillhavetodialback,run octanebooster,orstronglyconsidersprayingsomemethanol. FornowIwillassumeyouarerunninghighqualitygas.Evenso,therearestillvariousthingsthatcould wronghere.DespiteyourgooddataregardingyourMAF,therecouldstillbesomeinconsistencies.It couldbehotashellout,whichwillpromoteknock.YouhaventgoneWOTwithyourMAFcal,who knows?Mypointisthatyouaregoingtowanttotarget11.4first,andseeifyoucanhititandholdit. Letsturnourattentiontothefirsttable,FuelCLCommandedEQ(base).
Thisisthebasic,closedlooptable.Iwanttobehittingmy11.4targetallthetime,evenrunningaround town,sinceitwillbeanoverallpickupinperformancewiththeaddedbonusoffueleconomy; 28|P a g e Copyright2011.Abilor.Tuning@gmail.com
rememberItoldyouthatthesecarsrunpigrichoutofthebox.TotargetmynewAFR,Iusemygood friend,the<E>buttontoeditthecellat1.25load,and2500RPM.Recallthatwecommandedthe vehicletoenteropenloopat1.25andgreater;sowhychangeithere?LikeIsaid,thebigadvantage hereisfueleconomy,andalsoconsistencyacrossallthefuelmaps,whichmayhavemarginalbenefitsto ECULTFTs.ItswhatIwastaughttodo,soImjustpassingiton.Anyway,editthecellfromitsOTS valueto1.25.Nowyoucanhit<CTRLC>tocopythatcell,anduse<CTRLV>topasteitinthecell beneathit.Goondowntherows,andthengoaheadandselectthewholeportionofthecolumnthat needsadjusting(under1.25);<CTRLC>thatsucker.Thengotothetopofeachofthenextcolumnsin the1.25spot,hit<CTRLV>,andmoveondownthelineuntilthetablelooksliketheoneabove. Okay,next.OpenuptheFuelCommandedEQMaxEnrichmentAllowedtable:
ThepurposeofthistableistoserveasthepanicbuttonofsortsfortheECU,meaningiftheengineis knocking,orthereareotherissues,whatever,thenthisisthemaximumfloortheECUwillenrichthe fuelstream.Ageneralruleofthumbhereisthatyouwantthisvaluewhichmightbeusedtoquell knockabout0.5lowerthanyourtargetedAFR.So11.40.5givesus10.9;goaheadandupdatethose tablesnow.Letmeofferawordofcautionthough.Laterondowntheroad,ifyoudogowithaleaner AFR,themaximumAFRvalueIwouldsethereis11.0.AsIsaid,iftheECUsensesenginedistress,you wanttogiveitthetoolsitneedstosaveitselfandyou. ThenexttableyoushouldopenisFuelOLCommandedEQ(ThrottleClosed).Forthisone,theactual editingisquitestraightforward.Selecttheentirerangeofyourfirsttablewhereyousetthe11.4AFR, and<CTRLC>it.Thenjustgoto1.25load,2500RPM,and<CTRLV>.Easy.Thistable,forinformation purposeshowever,isthefueltargetingforwhenthevehiclehastransitionedtoopenloop,butthe throttleisclosed.Again,weareeditingthisonebecausewewanttobeconsistentwithourtargeting, andmakesuretheECUishittingthatAFRatalltimesinthespecifiedrange.Ithinkitcouldbeoverkill, butagain,IpassalongwhatIwastaughtwiththeaffirmationthatitdidwondersformeincreasing performanceandfueleconomy. NexttableisFuelOLCommandedEQ.Youwillstarttonoticeathemehere.Thistableislarger,holding moreRPMvalues,buttheprincipleisstillthesame.Selectthe1.25load,2500RPMcellandrollout those11.4valuesacrosstheboard.Oncecomplete,youcancopyandpastethevaluesintothethreeOL PartialThrottletablesthatfollowthem.Iveincludedthefirstofthesefourtablesasareference.
Ok,almostdone,andthesenextthreearequiteeasyincomparison,butwherethemoneyismade:the openloop,wideopenthrottletables.Openthefirstone,theknocktable.
Again,thetheoryhereisthatthisisthevaluethattheECUwillresorttoifitsensesknock.Itshouldbe 0.5lowerthanyourtargetedAFR.Forthistable,however,whenandifyouincreaseyourtargetedAFR to11.8,youcanincreaseitsvaluesto11.3. Now,finally,youcancommandyourOL/WOTAFR,likeso:
CopytheAvaluesintotheNoKnockBtable,andyouaredone. Oncethatsalllockedandloaded,yourOL/CLtransitionswillworkinconcertwithyourfuelingtargetsto aggressivelyfuelyourcarunderloads,alsoofferinggreaterfueleconomy.Youshouldstillgothrough therestoftheguideandsetyourbaseofcommandsforboosttargeting,thewastegatedutycycle,so forthandsoon,butasyouarecreatinglogswiththosevalues,youwillwanttowatchyouractualAFR likeahawkandcompareittothesecommandedAFRtables.Thosevaluesshouldbewithin0.1(one tenth)ofeachothertobeconsideredpropertargeting.Forexample,ifIcommand11.8,andhit11.76, thatsspoton;11.91is.11away,notterrible,butdisconcerting.IfthecommandedandactualAFRsdo drift,itcouldbebecausetheECUisquellingminorknock(crossreferencewithKR),orbecauseyour MAFcalibrationisdrifting.Checkforthoseconditions. Ifalllookswellinlogs,youcanjumpupto11.8,oreven11.9foroptimaltuning;watchforKR! 31|P a g e Copyright2011.Abilor.Tuning@gmail.com
Chapter 7: Upping Your Load Tables

Thisonehasalittlebitofcontroversytoit.YoullrecallthatIwasdiscussingthedifferencesbetween boostbasedtuningandloadbasedtuning.Asaquickreview,loadbasedtuneswillsetaloadtargetto hit,andfactorslikeboostwillvarytohitthosetargets.Obviouslythisismoreeffectiveiftheload targetsarehigherthanstockvaluestypicallybecome.Boostbasedtuningdoesntfollowthis methodology,insteadvaryingloadtomeetandholdaboosttarget.Thatsaid,ifweperformingboost basedtuning,westillwanttomakesurethatourloadsarenotcappedbythevaluesofstockorOTS maps.Forexample,Imayhitaloadof2.3whenIpush20psiofboostat3,000RPMs,butifmyload tablesreferenceamaximumof1.8,thatcouldhurtmeasforastheperformancekickIwanttosee. Forthisreason,wewantadjustourloadingtablesevenonaboosttune.Thecontroversyisthatit seemsthatnotallmodelsofMazdaspeed3and6acrosstheyearsandgenerationsseemtousethese tables.Formepersonally,myperformanceincreaseddramaticallywhenIuppedmyloadtables.For others,theyseemtohavenoeffect.Idontfollowthisdebatemuch,tobehonest,soyoucangotothe forumstoresearchthisissuemore(whichyoushoulddoforallissuesyouareinterestedin). Fornow,Illshowyouhowtoupthetables;itwonthurtyouevenifyourECUdoesntendupusing them. OpentheloadtablesinATR:
Fig.8:ATRLoadTables 32|P a g e Copyright2011.Abilor.Tuning@gmail.com
Theresalotgoingoninthesetables,muchofitbeyondthescopeofthishumbleguide.Fornow,you aregoingtowanttoadjusttheloadingforallsixgears,butonlyforthenormalBATtables!Leavethe HighBATtablesalone;ifyouuploadsthere,andyourTMIC/FMICisfailingandyourengineisrunning hot,theuppedloadinthesesectionscouldcausehugeknock,thekindthatspearstheblockwitharod. Openthefirsttableforfirstgear,andsetitasperthefollowing:
WhatweredoinghereistellingtheECUthatinfirstgear,ifwehit2,500RPM,itscooltostacktheload ahighas2.12.Forthosevaluesover3,000RPM,2.3istheceiling.TheECU/enginemaynothitthose values,butitknowsthatitscoolifitdoes.PerformthesameprocedureontheotherfiveNormBAT loadtables,andyouwillhavecompletedthisadjustment.
Chapter 8: Setting Your Boost Targets and Dynamics

Okay,formanyofyou,thisiswhyyouarereadingthisguide;moarboost!Itsanexcitingsetoftables, butyouareonceagaingoingtoneedtodoarealitycheckwhendecidingexactlyhowmuchboostto pushhere.Youaregoingtoencounteralotofopinionsonthistopic;somediehardsaregoingtotell you21psiisfinealldaylongonthestockK04,whilemoretimidtunerswilltellyoutostayat17psieven on93octane.Imsomewhereinthemiddle;Iloveboost,butIalsolovedrivingtoworkeveryday.From thatpointofview,IwillrecommendthatyoufollowCobbsgeneraladviceforyourtuninggoals, representedinthetablebelow: StageofMap 1 1 1 1 1 1 2 2 2 2 2 2 Mods Octane Stock 91 Stock 93 Intake 91 Intake 93 Intake,FMIC 91 Intake,FMIC 93 DP+CBE 91 DP+CBE 93 Intake,DP+CBE 91 Intake,DP+CBE 93 Intake,DP+CBE, 91 TMIC/FMIC Intake,DP+CBE, 93 TMIC/FMIC TableX:CobbBoostTargets PeakBoost 17.5 18 18 18.5 17.5 18 19 20 19 20 19 20
Thesearegeneralguidelines;yourmileagemayvary.Itisincumbentuponyoutoresearchyourmake andmodel,yourmods,andyourgasolinesupplytodetermineasanenumber.Thetuningruleofthumb istostartlowerthenyouwanttobe,andworkyourwayupthroughlogging.Itsgenerallyagoodidea tohaveaconservativetunedialedinforsituationsinwhichyouhaveahardwareissue,oryouare travellinganddoubtthequalityofthegasyouhaveaccessto.Theresnothingwrongwithgettingagrip onthetuningprocessandyourcarwhilehitting2psiunderyourfinalboostdestination. NowthatIsoundlikeyourdad,hereshowtotearitup.Opentheboosttables,locatedhere:
Fig.9:ATRBoostTables Thefirsttablewelllookatistheboosttargetingtableitself,whichwilllooklikethis:
Youcanseeinmycasethatthisissomeprettyaggressivestage2targeting;pleasedontjustcopyand pastethisifallyouhaveisanintake.Acouplethingsareworthexplaininghere.
Firstofall,recallthatImentionedthatthereisabigdifferencebetweenAPPandTP.Thesetables referenceTP,andyoushouldhavealreadylookedinyourlogstoconfirmthatwhenyourAPPisnear 100%,yourTPwilllikelybearound75.Itisforthisreasonthatwethinkofthe75throttlepositionline asyourmaximumboostpoint.Itisonthislinethatyouwanttosetyourboosttargets,andthenclone themforallthelinesunderneath.Youalsodontwanttogoballsoutuntil3,000RPMinmyopinion, andeventhenitsgoodtobealittleconservative.Fornow,whatIwoulddoissetyourmaximumtarget at3,500.Letspracticeonastage1OTStablelikethisone: Thisisastage1withSF93octanemap.Notefirstofallthatitdoesntfollowthe75%ruleIjust introducedyouto.Iwilltarget18at3.5K,andmovedownthelinetaperingto16.5psiatredlinetobe conservative.Iwillthenclonethelinesunderneath.Itwilllooklikethis:
Nextyouwanttoworryaboutthelowercells.Youwanttospooluptheturboquickly,butnotlikea brickdropping.17.5at3Kmakessense,andthenprobablyabout12at2.5K.Theadjustmentwilllook likeso:
Great.Now,inmyopinion,thoseboostvaluesforthelowerportionoftheRPMaretoohigh.Forlower RPMs,the2.3LDISIenginethesecarscomewithproducehugetorquedownlow,andIpersonallyamin thecampthatbelievesyoudontwanttoloadtoolow.YoushouldrefrainfromgoingWOTunder3K, thoughsomeverysmartguyssaythismaybealittleparanoid.Ineithercase,youshouldinterpolate thesevaluesdownwithATRsbuiltinsmoothingfunction.Whatyoulldoishighlightthecellsfrom 75/1000RPMoverto75/2500,andalltherowsbelow.Fromthere,<RIGHTCLICK>,andyouwillgetthe followingmenu:
SelectHorizontal,andyouwillgetthefollowing: 37|P a g e Copyright2011.Abilor.Tuning@gmail.com
Prettycool,huh?Thatinterpolationfunctiongivesyougood,smoothvaluesbetweencells,though choosewiselywhenandwheretouseit.Itmakessensetouseitherethough. Nowyoucouldleavethistableherefornow,andyoudprobablyhaveagreattime.Iwilltellyouabout onemorethinghowever,andthisispurelypersonalterritory.Ilikeanice,stiffpedal;whenIgopartial throttle,Ilikethecartogoberserk.Now,Icouldgointothethrottletablesandadjustaccordingly,butI prefertoworkmysetuphereintheboosttables.Youcanseeonmymap,thatonthe62.5lineItarget apeakboostof13.18,andIalsomimic75%throttleinthe68.5line.Thisgivesmeaverystiffpedalthat maynotbeforeveryone,butformeIabsolutelyloveit.Youcoulddothesamewithyourtargeting,just usethatverticalinterpolationtosmooththetargetsintothelineabove. Okay,thatsthegistofboosttables.Buttheyrenotthemostimportanttables!Youllactuallyseethat theWGDCinthenextsectionmakesorbreaksyourtune,buttheresonemorethingweneedtowhile werelookingattheseboosttables.OpenuptheBoostDynamicstable;itwilllooklikethis:
ThepurposeofthistableistoallowtheECUtomakeadjustmentstotheWGDContheflowifitmeets orexceedsboosttargets.Itsaveryhelpfultable,butitsnotsomethingyouwanttorelyon.Forthe purposeofdialinginyourboosttargets,Irecommendzeroingouttheboostincreasessectionofthe table,likethis: 38|P a g e Copyright2011.Abilor.Tuning@gmail.com
ThiswillprotectyoufromoverboostingwhiletheECUcompensatesforalowboostsituation,butstill allowtheECUtopullboostinoverboostingsituations.Nowyoucanbeaccurateandhonestwith yourselfabouthittingyourboosttargets,andnotrelyonfudgingitabit. Iwillleaveyouafinalwordthatthereisablendingofartandsciencetoallthis.Youwillwanttoset aggressivetargetstogetthemostoutofyourmods,butanythinghigherthan20psiontheKO4turbois generallyoutsidetheefficiencyrange.Berealisticwithsettingyourtargets,andpayattentiontohow thecarperforms.Yourqualitativeinterpretationsmatterasmuchasthequantitativedatafromthelog. Youarenowreadytomoveontothemostimportanttableofall:thewastegatedutycycle. Goodluck.
Chapter 9: Adjusting WGDC

Thewastegatedutycycleiswheretherubbermeetstheroad.Recallmymetaphorwiththewaterfall, thebucket,andthecampsite.ThisportionoftheECUtablesiswhatyouwillusetocontrolhowhard andforhowlongyoupullonthestringtoyourbucket,orrather,thedutycycleofcurrentyouwillinject intothesolenoidcontrollingthewastegateactuator,whichinturnbuildsboostwithinthephysical systemoftheexhauststream,turbocharger,intercooler,andintakemanifold. Asfarasquantifyingtherequiredamounts,itstimetointroduceyoutoDanosLaw5.Dano,oneofthe premieretunersontheforum,discoveredthroughtrialanderrorandobservationofhislogsthatWGDC commandsgenerallyfollowthisrelationship: ActualWGDC=(CommandedWGDC*2)+10 Basically,whateveryoucommand,willdoubleandaddtenmoreinthelogs.Thisisausefulrelationship forchartingthecourseofyourindividualsystem.Inmyownlogs,IhavenoticedthatDanosLawholds trueinaproportionalsense,butdoesnotnecessarilypanoutexactly.Nonetheless,itsagoodruleof thumb. Nowthatwevediscussedsometheory,letstalkaboutwhatweregoingtobedoinghere.Firstofall, asusual,safetyisourpriority.Ihavefoundtimeandagain,bothpersonallyandfromanumberlogs postedontheforum,thattheWGDCOTSvaluesareoftenwaytoohigh,andwillcauseboostspikes. Thisisespeciallytrueifyouhaveatestpipeordownpipe,andyouarescrewingaroundwithastage1 map.Consideringthosemapsaretargetingonly13psiofboostat75TP,andpeoplearehitting1820, itswaytoohigh.TheWGDCvaluesarecausingthis,andnomatterwhatyourpersonalexperienceis, myadvicetoyouisstartwithasafebetandsetyourinitialWGDCvaluesquitelow.Whatsquitelow? Well,letstakealook.Herearethestage1WGDCvaluesfortheSF93map:
http://www.mazdaspeedforums.org/forum/f533/danosboosttuning101coolstuff68239/
ThosearetheOTSvalues.Basically,from5002250RPMforallthrottlepositionsabovecruising,the WGDCwillopenupto50%.IfyoufollowDanosLaw,youfindthatforlowerRPMsthisisacommanded WGDCof110%,basicallyOPENWIDE.Nowrealistically,thisdoesnthappeninlowerRPMs,orwedall beboostinguncontrollablyjustscootingaroundtown(thatwouldbekindofcoolthough).Ifyoukeep lookinghowever,atsay3500RPM,itsacommandedWGDCof28.3,whichaccordingtoDanosLaw, wouldturnouttobe66.6.Huh.Thatdoesntseemtoobad,right. Well,lookatmycurrentstage2mapthathits20.5psiat3500reliably:
18commanded.18.Whichshouldbe46accordingtoDanoslaw.66>46byalongshot.Thisis exactlywhyIspikedlikeabeast,hittheboostcutoff,andsmackedmyheadonthewindshield.Now, yourcarmaybedifferent;iftheresonethingIvenoticed,itsthatweallhaveuniquelayouts,even fromstocktostock.Onemanswastegatemaybetriggerhappylikemineis,whereasanothersneeds someseriousspurstokickitintogear.Youwillneedtocheckyourownlogstoseewhatflavoryoursis. Tostarttheprocessthough,Irecommendyoubeginbyzeroingoutthe0.00through18.75columnsasI havedonehere,leavethose40.00sthewayyouseethem,andleavethe50.00salone.Next,setALL your20007000columnsfor25TPandunderatavalueof20,likeso:
ThiswillserveasyourbaseorientationasyouteaseoutyourWGDC.Youshouldfindinitiallythatthisis slowashell,andwontleaveyouthatimpressed.GOOD.YouwillwanttoproducethreeWOTlogswith thesevalues,andfromtheretheprocessgetssomewhattricky;IwilltrytoexplainasclearlyasIcan. WhatyoullwanttodoislookattheboostyouhitinthelogsforaparticularRPM,crossreferencethe targetforthatRPM,andseewhatthedelta(difference)is.Ifitsover,youlowerWGDCforthatarea.If itsunder,youwillupWGDCforthatarea.Itsimportantheretoalsobearinmind,however,thatthe areaofRPMthatboostisenteringwillhaveaneffectonit.Forexample,ifyouhit18at3000,and16.5 at3500,youshouldseea3300valuethatisakinto17.2orso.That17.2isamidwaytransition.Ifyour targetis18for30004000,youwanttogotoworkinthe3500RPMWGDC.Sometimes,however,it wontbesoclearcut,especiallyifyouhaveanolderAP.Youmayhaveareadingat4200,4600,and 5100,andtheyare18,16.1,and16.9.Worse,youhavedifferenttargetsforeachcell. Youwillfind,giventhisphenomenon,thatthereissometrialanderrortodiscoveringyourexactWGDC fitforyourspecificsetup.Ifindthatfourorfiveiterationsusuallydoesthetrick.DanosLawwillguide 42|P a g e Copyright2011.Abilor.Tuning@gmail.com
youtosomeextent,butthereareothertricksaswell.OnewhichIamawareofistocalculatehowfar youofffromyourtargetasapercentage,soforexample,ifthetargetis18andyourehitting16.5, thats(16.5/18)*100,or91.6%.Youneedanother8.4%tohit,soifyourWGDCwas26,youdmultiply by1.084toget28.2. Thatsonemethod,andIencourageyoutotrywhatworksforyou.Withregardstomyownpersonal setup,Ihavefoundaruleofthumbthatajumpofapproximately45toaparticularWGDCgivesme about1psiforthe25005000band,and56getsme1psiinthehigherbands,55007000.This mayormaynotworkforyou,butyouwillneedtofindoutyourselfthroughtrialanderror. Afewothercaveatsbeforeyouembarkonyourexperiments.Again,ifyouseeinyourlogsthatWGDC isabsolutelymaxedout,yourBATsstartgoingup,youaregettingknock,andyouarenothittingyour targets,thenyouareseriouslystressingtheturbochargersystemandneedtobackthehelloff. Hopefullyyouarecautiousenoughwithhowyoureproceedingthatitnevercomestothatkindof agonyforyourengine.Formoremoderateproblems,suchasminorknockthatisconsistent,youmay needtobackofftheBTandtheWGDCforthatparticulararea,orpulltiming,orspraymeth.Asfaras timing,welldiscussabitofthatlater. Otherthanthat,havefun;thiswillbetheheartofthetuneforyou.Lockingthisportiondownisthe finalexamofthisbasiccourse. 43|P a g e Copyright2011.Abilor.Tuning@gmail.com
Chapter 10: Odds and Ends

Thesearesomemiscellaneoustipsthatdontdeserveachapterintheirownright,buttheyarestill ratherimportantinmyview.Inatestofyourwillingnesstobethoroughandreadthisentireguide,Ive leftthisfirstoneforthissection.Itsverysimple,butverycritical:youneedtoactuallyenableboost basedtuningforyourmap.Todothis,opentheEdit>AdvancedParameterssectionofyourmapin ATR,andseekoutthismenu:
Checkthatboxonthebottom.Withoutit,yourtuningeffortswillallbefornaught. Anotherbigone,somepeoplewillhavetroublewithunitsiftheydonttellATRtoswitchoverto conventionalunits.Goaheadandmakesurethisguyistoggled:
Next,foryoufolkswithafuelpumpupgrade,youregoingtowanttotakeadvantageofitby commandingaslightlyhigherpressure.Todothis,opentheHPFPControlTables.
Forallvaluesof1669.6,youwanttocommand1800.Itwilllooklikethis:
DothisforMaxA,andMaxB,andthenopenthenextthreetables.Here,youwanttoupthe commandedpressureforloadsgreaterthan1.5,likeso:
CopyyourresultsfortheA,B,andCtables.Leavethebottomtablealone. Theselasttwoareoptional.First,Iliketolowerthetemperateofthecoolantthatpromptstheradiator toturnon.FindtheRadiatortables,locatethefirsttable,andchangeitlikeso:
Thosevalues,infact,areinCelsius;thisisaknownbuginATR.Forversion1.08,anyway,thisworks. Lastup,youmaywanttoconsideruppingyouridlespeedsforhighertemperatures.Thisslight adjustmentwillapparentlypreventyourturbofromsmokinginwarmerweather,thoughBnoonsBoltis widelyregardedasequallyeffective,ifnotmoreso.IpersonallyhaveaBnoonBolt,withnoissues, thoughIdidnthaveanybeforeanyway.Ifyouchoosetodothis,youcandosohere:
Basically,youextendtheidlefortempsof140acrosstheboard;dothisforthe850valueaswell.Some folksgoashighas900;IdidntsinceIwasnthavingproblemsalready.
Chapter 11: Timing

Imnotgoingtosaymuchhere.Idontwanttogiveyouideas.WhatIwilltellyouisthatifyoudont haveaDP,stickwithStage1OTSignitiontables.Ifyoudo,stickwithStage2OTSignitiontables. IFyouaregettingsmallbitsofKR,lessthan1,consistentlyinacertainRPMrange,andyoucannotget ridofitdespitebackingofftargets,gettingbettergas,possiblyconsideringadvancedcoolingsolutions likeTMIC/FMIC/Meth,youhavetheoptionofpullingtimingforthatRPMrangetoseeifitdoesthe trick.Asabriefexample,letsimaginethatformycurrentmapIhadsomeconsistentknockinthe3500 and4000RPMranges.Iwouldopentheignitiontablesfoundhere:
HeadtotheHighThrottle/OpenLoop(NoKnock),andexaminethefollowing:
YoullneedtoalsogetasenseoftheloadthatsoccurringwhenyourKRisoccurring.Ifitisindeed reliable,thisshouldbeaconsistentpattern.LetssupposeforthemomentthatmyKRisoccurringat loadsofroughly1.5and1.56.WhatIwoulddoishighlighttheintersectingrangesofthoseloads,and 35004000RPM,andusethe<>key(minuskey)tolowertiminghalfadegree.Thiswillrequirefive tapsofthe<>key,andwillresultinthefollowing: 49|P a g e Copyright2011.Abilor.Tuning@gmail.com
CopyyouradjustmentsfromthistableintotheHighThrottle/OL(Knocking)tableaswell. ThenextthingIwoulddoislog,andseeifthatdoesthetrick.Ifitdoesnt,tryanotherhalfadegree, andifthatdoesntwork,youshouldreevaluateonceagainifthisisamatterofbadgas,aggressive targeting,orhigherambientBATsthanusual.DONTjustlowertiminginthisarea2or3degreesand justhopeforthebest.Ifitsthatbad,logontotheforumsandaskforhelp.Usuallytheresa reasonableissuethatpeoplecanhelpyouteaseout.
Chapter 12: Putting it All Together

Wow;theresalottothis.IdidntevenknowuntilItriedtowriteitalldown.Hopefullythisguide provesusefultoyouinunderstandingthebasictuningstepsforyourcarwithCobbATR.Itis,alas,only abeginnersguide.Foreachandeverysection,andmoreaboveandbeyondthat,thereisatreasure troveofdeeperexpertiseandinsight,alongwithspeculationanddebate.Havingreadthisguide,you willnowhaveadefinitiveliteracythatyoudidnotbeforeinunderstandingtuningdiscussionsonthe forums,andhopefullyasolidtunetoboot. Somefinalwordsofcaution.GOSLOW.Iregardtuningasahobby,andanaturalprogressionforthe drivewaymechanicwhohasreallyenjoyedmovingthroughthevariousstagesofboltonpoweradders. Foreachandeverybolton,itsajoytohaveitregisteronthebuttdyno.Conventionaltuningwisdom dictates,however,andIvefoundthistobetrueofoverclockingPCsaswell,youdontwanttochangea lotofthingsatonce.Sticktoonethingatatime,andtrytoisolateeachandeveryeffectthatsmall changeshaveontheoverallpicture.Thisisbettertrialanderrortechniquethatwillhelppreventzoom, zoom,BOOM,butitalsogivesyouachancetostretchoutandsavortheexperienceeachlittlechange doesforyou,whichismorefun. Isaiditbefore,butIllsayitagain,becausebelieveitornot,yalljustdontlisten:PAYATTENTIONTO YOURLOGS.Thismeansyouwillhavetotakelogs,andbytheway,dontjustlog,tune,andforget aboutit.Justlikechangingyouroil,plugs,andotherfluidsatregularintervals,youshouldlogoncea monthasamaintenanceroutinetomakesureyourtuneisntdriftingduetowear,weather,orother factors. Ok,enoughscolding.Gohavefun.
Appendix A: Tuning Acronym Glossary

AFRAirFuelRatio.Themixtureoffuelandairenteringtheenginecylindersandbeingcombusted. Calculatedbyasensorwhichexaminesexhaustgasforoxygencontent,AFRismeasuredinlambda, whichisthesameforallfuels.1Lambda=14.7:1AFRwithpetrol/gasoline.1Lambdarepresents differentairtofuelratioswithdifferentfuels,andismoreconsistentregardlessofyourgasoline/ethanol mixture. ALTAbsoluteLoadTargets.Tableonlyseeningen1versionofATR. APAccessPort,Cobb'shandheldECUprogrammerformultiplemakesandmodelsofvehicles. APPAbsolutePedalPosition.APmapswillallowyoutoadjustthisvalueinrelationtoTP,called"APP translation" ATRAccessTuneRacer,Cobb'sbetatuningsoftwaregivenoutfreetofolkswhobuyaCobbAP (contactTravisontheCobbforumsifyouhaven'tgotyourcopy) BATBoostAirTemperature.ThetemperatureoftheairenteringtheengineattheIM;anupgraded TMICorFMICcanbringthesetemperaturesdown,whichisaVERYgoodthing,especiallyifyouare uppingyourboosttargetsabovestockvalues. BCSBoostControlSolenoid.InadditiontoEBCSakaboostcontrolsolenoid(seeWGDC) BDBoostDynamics.TheincrementsbywhichtheECUwilladjusttheWGDCinordertomeetspecified boosttargets. BOVBlowOffValve.Ventsexcessboostpressuretotheatmosphere(VTA) BPVBypassValve.Recirculatesexcessboostpressurethroughthesystem. BrownieAfreeloaderwhohasntmadeamodestdonationtotheforumsforthevastamountof experience,expertise,andabuseithastooffer. BSDBalanceShaftDelete.RemovaloftheshaftintheenginefightingtheNVHofnaturallyunbalanced fourcylinderengines. BTBoostTargets.YourmapsboosttargetsacrosstheRPMrange.AlsocanmeanBigTurbo,and upgradedturbo(seeK04) BTDCBeforeTopDeadCenter.Arelativepositionofanengine'scrankshaftusedforcalibrations. CANControllerAreaNetwork.Communicationprotocolusedbyautomotivemanufacturersto communicatedatabetweencomputermoduleswithinavehicle.IncludesABScomputer,ECU/PCM, radio/climatecontrols,instrumentcluster,etc.
CATCatalyticConverter.Transformshydrocarbonsintomoreinertstatesthatarebetterforthe environment.Typicallyreferencedusinglowercaseletters,ex."Ideletedmysecondcat." CBECatBackExhaust.AnexhaustthatreducespressurebyplacingCATsfurtherawayfromthe engine,reducingpressure. CCCombustionChamber.Thisiswherethemagichappens:fuelandairarecompressedbythepiston inthecylinder,ignitedbythesparkplug,andcombustionpushesthepistonbackdownthecylinder impartingforcetothecrankshaft.Toomuchpressureinthecylinderovertimecanpopyourfuelinjector seals;seekhelponthisforumforassistancewiththefix. CDFPCamDrivenFuelPump.SeenonGen1andGen2Mazdaspeed3s.InterchangeablewithHPFP. CELCheckEngineLight.TheyellowlightontheinstrumentclusterthatalertsyoutoanECUself diagnosisofanissue;the"code"fortheissuecanbepulledbyaDashhawkorAP,andresearchedhere ontheforumsforresolution. CLClosedLoop.AstateinwhichtheECUreliesonoxygensensorsandCLfueltablestocalculateAFR. ThisisactuallyastateinwhichtheECUmakescorrectionstotherequestedInjectordutycycleto achieveAFR/LambdarequestedinatableinATR.In"OL",openloop,theecustillcalculatesAFRbut doesnotmakecorrectionstoinjectordutycycle.SeeOL. CSCorksport.Anaftermarketpartscompany. CPECustomPerformanceEngineering,acompanythatmakesmods. DBWDriveByWire.Substitutionoftraditionalhumaninterfaceelementswithelectromechanical actuators;inourcase,usuallyreferstotheelectronicmanipulationofthethrottleplategiventheinput oftheacceleratorpedal. DHDashHawkvirtualgaugeunitthatplugsintoOBDIIportandreadsbothgenericandMazda specificPIDs. DISIDirectInjectionSparkIgnition.ThefancyenginefoundonMazdaspeed3/6,itinjectsfueldirectly intothecylinders,whichhasacoolingeffect,aidingcombustion. DODevil'sOwn.AMethanol/Watersprayingkitcompany.Nozzlesizesgo"DOX"forXgallonsperhour sprayed. DPDownpipe.ThepipecomingstraightofftheexhaustmanifoldandleadingtotheCBE.Upgraded DPsarelessrestrictiveduetoplacingahighflowingCATintheexhauststream,reducingbackpressure andallowingtheturbotospoolfaster.Somedownpipeshavenocats,somedownpipeshaveoneinthe stocklocation.Theyarelessrestrictivebecausetheyuseonewhichallowsexhaustgasestopass throughitwithlessresistance.Resistancecausesbackpressureandslowsthespooloftheturbo,which increaseslowendtorquebutultimatelydecreasespeakoutput.Thestockturbointhems3spoolsso
quicklythathavingsomeresistanceintheexhauststreamisdesirableasitpreventsuncontrollable boostspikes. EBCSElectronicBoostControlSolenoid.Thedevicewhich,whensubjectedtotheWGDC,physically closesthewastegatetobuildboost. ECUEngineControlUnit.Thecomputerthatmakesrealtimeadjustmentstoyourengines performanceasdictatedbytheAPmapyouarerunning. EGRExhaustGasRecirculation. Exhaust_gas_recirculationExhaust_gas_recirculation EGTExhaustGasTemp.Ifit'stoohot,therecouldbeproblems. EWGExternalWasteGate.Awastegatethatislocatedindependentoftheturbo. FMICFrontMountIntercooler.Aradiatortypeunit,butinreverse,thatcoolsairdrivenbyexhaust pressurefromtheturbo,whichheatstheairup;cooleraircombustsbetter,soitsnecessarytocoolit beforeenteringtheturbointake.FMICsarelocatedinfrontofthecarsradiator,andarenotas susceptibletoheatsoak.AnFMICbleedsoffsomeoftheheatcausedbypressurizationofairbythe turbo(theairenteringthecylinders),notexhaustpressure(theairexitingthecylinders)."HeatSoak" referstothetendencyoftheIntercoolertobecomehotitself,andthereforelooseeffectivenessasa heatdissipationdevice.Thiseffectisexacerbatedbyenginebaytemperaturethetendencyofheatto risemeansthattherewillbeahigherconcentrationofheatatthetopoftheenginebay,whereaTMIC (topmountedintercooler)islocated. FTWForTheWin. FWIWForwhatit'sworth. g/sGramsperSecond.seeMAF GenpuaGen2Mazdaspeed3 HPFPHighPressureFuelPump,seenonGen13s. IATIntakeAirTemperature.ThetemperatureoftheairpassingthroughtheMAF;notnearlyascritical asBAT.ComparingIntakeAirTemperaturetoBoostedAirTemperaturecanbeusedtodeterminethe coolingefficiencyoftheIntercooler,beitaTMICorFMIC.Also,alowerIATwillresultinlowerBATs undernormaloperation,butvariancesinIATseemtohavelessofaneffectthansimilarvariancesin BAT. IIRCIfIRecallCorrectly IMIntakeManifold.Thenetworkofpipingthatallowsairfromasingleintaketoenterfourseparate cylinders.Thesmoothertheairflow,thebetter. 54|P a g e Copyright2011.Abilor.Tuning@gmail.com
ITV22'sIridiumplugs(Denso)1step(heatrange)colderthanstock. IWGInternalWastegate.Awastegatephysicallylocatedwithintheturbo. K04ThestockturboonaMazdaspeed3/6.Someclaimit'swaytoosmallforourenginesandgenerally pronetofail. KRKnockRetard.ThedegreetowhichtheECUisreducingenginetimingtopreventdetonation.Values over2,especiallyatWOT,indicateaseriousproblemBACKOFFTP.Itisimportantaswelltoknowthe causesofKnock(detonation),whichyoucandiscernviaKRinanenginethatismechanicallysound.Lean AFRs,hotBATs,advancedtiming,allcauseKR.Ideally,atWOT(wideopenthrottle),therewillbenoKR, althoughKRoflessthan1isacceptableifnotseenconsistentlyinaparticularareaoftherevband duringWOT. LTFTLongTermFuelTrim.TheaveragevaluetheECUisusingtoadjustfuelinjectiontoreachtarget AFR's.WillfluctuatewhileECUisbeing"trained"afterfirst50100milesofbeingreset. MAFMassAirFlowsensor.Thereaderthatsensestheairflowingintotheengine;theECUusesits realtimevaluestomakecriticalcalculationsregardinghowmuchfueltoinjectintotheengine.The ECU'scalculationschangedependingonlearnedlongtermfueltrims(LTFT)inclosedloopoperation. ThesefueltrimsareexpressedasapercentageerrorbetweenrequestedAFR/Lambdaandobserved AFR/Lamba.+2%means2%moreairiscominginthanexpected(andrequires2%morefueltoachieve requestedAFR/Lambda),and2%isjusttheopposite. MAPManifoldAbsolutePressure.Measuredattheintakemanifoldpostintercooler(samesensoras BAT).Thisisthe'boostPSI'thatisreadbyaDHorAP. MBCManualBoostController.Adevicewhichthedrivercanoperatetocontrolboostlevelsfrom insidethecockpit. MBTMinimumTimingforBestTorque. NVHNoise,Vibration,andHarshness. OBDIIOnBoardDiagnosticsprotocolII.DefiniedbytheSocietyofAutomotiveEngineers(SAE) documentJ1979.TherequiredstandardPIDprotocolforallcarssoldintheUSafter1996.Onboard diagnosticsWikipedia,thefreeencyclopedia OCCOilCatchCan.Anadditionalreservoirintheoilcirculationoftheenginethatprevents contaminantsfromenteringtheIM. OEMOriginalEquipmentManufacturer.AnOEMpartisastockpart. OTSOffTheShelf.Cobb'spremademapsthatbeflashedontotheECU. 55|P a g e Copyright2011.Abilor.Tuning@gmail.com
OLOpenLoop.AstateinwhichtheECUisrelyingontheMAFandOLfueltablestocalculateAFR.For thisreason,itisvitalyouperformaMAFcalibrationpriortoconductingaggressivetuning.Inopenloop, theECUinjectsfuelaccordingtohowmuchairitbelievesisenteringtheengine,anddoesnotcorrect fordifferencesinrequestedandobservedAFR/Lambda PCVPositivecrankcaseventilation.http://www.aa1car.com/library/pcv.htm PIDParameterIdentification.TermusedforasignalinputtothePCM/ECU,avaluecalculatedbythe PCM/ECU,orasystemstausflag.ManyaredefinedbytheOBDIIprotocol,andsomearemanufacturer specific.OBDIIPIDsWikipedia,thefreeencyclopedia PNPPlugandPlay.Adevicethatcanbeusedimmediatelyandeasilyafterinstallation. PSIPoundsperSquareInch.Apressuremeasurement. RPRacePipe.Aportionofanexhaustwiththecatdeleted. RPMRevolutionsPerMinute.Therotatingspeedoftheenginecrankshaft. SRIShortRamIntake. STFTShortTermFuelTrim.TherealtimevalueofadjustmentsmadebyECUtoreachtargetedAFR. STFUNoobShuttheFuckUp,Noob SUStreetUnit,acompanythatmakesmods. TBThrottleBody.Thepartoftheairintakesystemthatcontrolstheamountofairflowingintothe engine. TDCTopDeadCenter.Apositionoftheengine'scrankshaftusedtocalibratetiming. TIHTurboInletHose.Eitherstockorupgraded,thispipeisthesecondhalfofanintakethatleads directlytotheturboturbine. TIPTurboInletPipe.Eitherstockorupgraded,thispipeisthesecondhalfofanintakethatleads directlytotheturboturbine.Oncarswhichusealargerthanstockturbo(BTorBigTurbo),theintake andtheTIPareonepiece. TMICTopMountIntercooler.Aradiatortypeunit,butinreverse,thatcoolsairdrivenbyexhaust pressurefromtheturbo,whichheatstheairup;cooleraircombustsbetter,soitsnecessarytocoolit beforeenteringtheturbointake.TMICsarelocatedontopoftheengine;largerTMICsaremore efficientandcanbeusedtohelpincreaseboost,butarestillpronetoheatsoak.SeeFMIC. TPThrottlePosition.ThepositionofthethrottleontheengineappliedbytheECU;thedriverdoesnot controlthisvalue,onlyAPP.Throttlepositionreferstothepositionofthethrottleplate,themaximum
observedvalueofwhichis~76%.TheECUcontrolsTPbasedonAPPandWOTtargets(fueling,boost, load). TPTestPipe.Aportionoftheexhaustwithacatdeleted. TRLThrottleRequestLoad.AcommandedparameterinATRforengineloadingasafunctionofboth gearandRPM VEVolumetricEfficiency. VTAVentstoAtmosphere. VVTVariableValveTiming,morespecificallyforMazdaspeedsintakevalveadvance WGAWasteGateActuator.DeploystheWastegate. WGDCWasteGateDutyCycle.Thevaluesthatoperatethewastegatesclosingpercentage;thehigher thepercentage,themorethewastegateisclosed,andthemoreboostisbuiltandcrammedintothe intakemanifoldformorepower. WMIWaterMethInjection.Amethodofsprayingacoolantintotheenginecylinderstoimprove compressionandreduceKR. WOTWideOpenThrottle.OtherwiseknownasLeadFoot

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Abilors

Tooning Guide for Noobs

Chapter 1: The Fundamentals of Turbocharged Engines

Chapter 2: Why Tune?

Chapter 3: Start at the Beginning

Chapter 4: Calibrating your MAF

Itwilldefaultto0whenyouopenit;Ienteredthecorrection.WhatthiswilldowhenyouhitOKishard codethecorrectivefactorintotheECUstables,sothecomputerwontneedtoadjustanymoreasmuch onthefly.Younowwanttofollowthissameprocedureforallyourranges. 20|P a g e Copyright2011.Abilor.Tuning@gmail.com

Chapter 5: Closed and Open Loop Transitioning

Again,youwillbeusingthecelleditorcommand,<E>. 23|P a g e Copyright2011.Abilor.Tuning@gmail.com

Chapter 6: Fuel Targeting

Fig.6:ATRFuelTables Goaheadandopenthatfirstone,itsprettyeasy,theFuelCLCommandedEQ(base)table.Itshould looklikethisforanOTSstage1map:

normalmeanvectorsandvariancetogetfromAtoB.ECUbasedfuelinjectionisamiracle,showsome respect. Anyway,youcanseethatclosedloopisprettyconservative.LetscompareittotheFuelOL/Part ThrottleCommandedEQ(NoKnock)table:

Thisisthebasic,closedlooptable.Iwanttobehittingmy11.4targetallthetime,evenrunningaround town,sinceitwillbeanoverallpickupinperformancewiththeaddedbonusoffueleconomy; 28|P a g e Copyright2011.Abilor.Tuning@gmail.com

Again,thetheoryhereisthatthisisthevaluethattheECUwillresorttoifitsensesknock.Itshouldbe 0.5lowerthanyourtargetedAFR.Forthistable,however,whenandifyouincreaseyourtargetedAFR to11.8,youcanincreaseitsvaluesto11.3. Now,finally,youcancommandyourOL/WOTAFR,likeso:

Chapter 7: Upping Your Load Tables

Fig.8:ATRLoadTables 32|P a g e Copyright2011.Abilor.Tuning@gmail.com

Chapter 8: Setting Your Boost Targets and Dynamics

Nextyouwanttoworryaboutthelowercells.Youwanttospooluptheturboquickly,butnotlikea brickdropping.17.5at3Kmakessense,andthenprobablyabout12at2.5K.Theadjustmentwilllook likeso:

SelectHorizontal,andyouwillgetthefollowing: 37|P a g e Copyright2011.Abilor.Tuning@gmail.com

Chapter 9: Adjusting WGDC

Chapter 10: Odds and Ends

Checkthatboxonthebottom.Withoutit,yourtuningeffortswillallbefornaught. Anotherbigone,somepeoplewillhavetroublewithunitsiftheydonttellATRtoswitchoverto conventionalunits.Goaheadandmakesurethisguyistoggled:

CopyyourresultsfortheA,B,andCtables.Leavethebottomtablealone. Theselasttwoareoptional.First,Iliketolowerthetemperateofthecoolantthatpromptstheradiator toturnon.FindtheRadiatortables,locatethefirsttable,andchangeitlikeso:

Chapter 11: Timing

Chapter 12: Putting it All Together

Appendix A: Tuning Acronym Glossary

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Abilor's Tuning Guide V1.0!6!21 2011

Abilor's Tuning Guide V1.0!6!21 2011