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Mazda Table Descriptions and Tuning Tips - Cobb Tuning

Mazda Table Descriptions and Tuning Tips - Cobb Tuning

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<strong>Mazda</strong> <strong>Table</strong> <strong>Descriptions</strong> <strong>and</strong> <strong>Tuning</strong> <strong>Tips</strong>MAZDASPEED3 (Axela), MAZDASPEED6 (Atenza), <strong>and</strong> MPS<strong>Tuning</strong> Guide <strong>and</strong> <strong>Table</strong> <strong>Descriptions</strong> v2.3211/05/2012<strong>Mazda</strong>speed Service Bulletin <strong>and</strong> FAQ


AccessTUNER Software Guide MAZDASPEED3 (Axela) / MAZDASPEED6 (Atenza) /MPSThis software has been developed to provide tuners with the essential tools needed to properly calibrate a vehicle. Pleaseread through this entire manual before attempting your first calibration.How To Open the AccessTUNER Professional SoftwareAfter installing AccessTUNER Professional (ATP), insert the HASP key (purple USB device) to allow the computer to installthe necessary device drivers. AccessTUNER will not open without your HASP key plugged into the computer. Once thedrivers are installed, double-click AccessTUNER Pro desktop shortcut <strong>and</strong> select an ECU type.Upon opening AccessTUNER, you are asked to choose an ECU type. AccessTUNER will populate the tables with informationfrom the last map modified. If it is the first time AccessTUNER is opened, or the first time the ECU type is selected, amessage will indicate that the ECU type's stock map will be loaded.How To Open the AccessTUNER Race SoftwareAfter installing the AccessTUNER Race (ATR), simply double click the ATR icon to open the software.Connecting to an ECUThere are two AccessPORT hardware configurations for the MAZDASPEED3/6/MPS in the field currently – a version 2 (v2)<strong>and</strong> a revised version 2 (v2b). Each version will have a slightly different method for connecting your computer to a vehicle'sECU.• V2 – Utilizes a silver <strong>and</strong> red OBD-II connector (“dongle”) <strong>and</strong> USB to USB Mini Type-B cable. Connect dongle toOBD-II port, mini USB to dongle, regular USB to computer.• V2B – Utilizes “pass-through” communications method. Connect computer to AccessPORT via supplied USB to USBMini Type-B cable, then AccessPORT to OBD-II via supplied OBD-II to 9-pin, black cable. All communications willpass from the computer to the vehicle through the AccessPORT.CompatibilityAccessTUNER is compatible with two map types – Professional <strong>and</strong> Race – which both use the file extension .ptm.• Pro – created with AccessTUNER Professional <strong>and</strong> locked to a vendor name <strong>and</strong>/or AccessPORT serial number.Can not be opened by versions of AccessTUNER Professional that do not match the vendor name or byAccessTUNER Race, unless map is “unlocked”.Cannot be used by AccessPORTs that do not match the serial number designated when saving the map.• Race – Anyone with AccessTUNER Professional/Race can open map to view/modify table data. If saved withinAccessTUNER Professional, an option to lock the map by AccessPORT serial number is available.AccessTUNER Pro Menu OptionsUnder the File, Edit, View, ECU <strong>and</strong> Help pull-down menus, you will find tools to modify a calibration <strong>and</strong> set up the Access-TUNER software. Below are more in-depth descriptions of these menus.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 2


File - Load Map [Ctrl + Alt + O]To load a map into AccessTUNER, go to File → Load Map → Pro (or Race) <strong>and</strong> browse for the desired map. Select the map<strong>and</strong> click Open to populate the calibration tables.File - Save Map [Ctrl + Alt + S]To save a map from AccessTUNER, go to File → Save Map → Pro (or Race). A prompt will appear to input information aboutthe map.• Short Description - what is seen as the name of the file; therefore, it is recommended that this description be concise.• Long Description - allows for greater detail, such as boost levels, noteworthy changes to the calibration, or whatmechanical components the map was created for.• Revision - used to keep track of how many revisions the map has gone through.• Serial Number (only accessible in ATP) - allows you to lock a map to a particular AccessPORT serial number. Checkthis box, then enter the last 5 digits of the customer's serial number to lock the map.These entries can be edited by opening a map, then going to Edit → Base Map Properties.All of this information can be seen in the AccessPORT Manager software.After inputting this data, you will be prompted to choose where the file will be saved.File - Revert to Working Map [Ctrl + I]After altering a map, you are able to load the original saved map by choosing this option. This will revert all changes madesince the map was last saved.File - Revert Changes in Active <strong>Table</strong>This tool works like the Revert to Working Map, but reverts only the active table in the editor back to the information from thesaved map file.File - Revert to Stock Map [Ctrl + K]Using this tool allows you to load stock information to all tables.*Please be aware that using this option without saving your calibration will cause all changes made since the last save to belost.File - Manage Maps [Ctrl + Alt + M]Opens AccessPORT Manager, allowing you to load maps to any AccessPORT plugged into the computer. Also allowsdownloading/viewing Data Log files <strong>and</strong> other information from the AccessPORT.File - Exit [Alt + F4]Exits the AccessTUNER Software.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 3


Edit - Undo [Ctrl + Z]Used to undo last change made.Edit - Copy Selected Cell Values [Ctrl + C]Used to copy selected information.Edit - Paste Copied Cell Values [Ctrl + V]Used to paste data copied/stored on your PC clipboard.Edit - Advanced Parameters [Ctrl + A]Advanced Parameters is presented in two categories - DTCs (Base) <strong>and</strong> Toggles (Base). Checked or un-checked DTCs willcause the corresponding code to be active/inactive in a vehicle's ECU. The list of DTCs available is comprised of those commonlyencountered with aftermarket modification.• A checked DTC will remain active in the ECU.• Unchecking a DTC will cause the corresponding CEL (Check Engine Light) code to stay in a “Not Ready” state, preventingthe CEL from activating in the vehicle.Edit - Configure Options [Ctrl + F]Configure Options is broken into 5 categories to set up the AccessTUNER software. These options only impact the tuningsoftware <strong>and</strong> its presentation.Gauge ListThis tab contains all possible monitors that are viewable when using the Dashboard. Simply check desired monitors that youwish to view while using the Dashboard. AccessTUNER will remember the chosen parameters per ECU type so you will nothave to pick these the next time you open the software for the same ECU. The Dashboard is a window that can be usedwhile recording data logs to actively monitor your chosen parameters. Viewing too many parameters can slow down the software'ssample rate. It is recommended to view 12-16 parameters max.Log ListThis tab contains all possible monitors that will be logged when using the AccessTUNER's data logging feature. Check thedesired monitors that you wish to capture. AccessTUNER will remember the chosen parameters per ECU type so you will nothave to pick these the next time you open the software for the same ECU. Logging too many parameters can slow down thesoftware's sample rate. It is recommended to log 12-16 parameters max.DisplayThis tab contains preferences for how data is displayed.• Data Display Options◦ Show St<strong>and</strong>ard Units is a check-box to toggle all table data <strong>and</strong> data logging data between st<strong>and</strong>ard <strong>and</strong> metricunits.◦ Use Weighted Interpolation is a check-box to display the bounding box used for Live Tracing. Checking this willcause Live Trace to appear smoother. Un-checking this makes the Live Trace box fit only in active cells.• Map List Options◦ Exp<strong>and</strong> All is used to exp<strong>and</strong> all table categories upon opening AccessTUNER software.• Warning OptionsCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 4


◦ Show Non-<strong>Table</strong> Data Dialog allows the user to select weather or not they want to be warned when they save acalibration with the Keep Non-<strong>Table</strong> Data box checked.◦ Keep Non-<strong>Table</strong> Data allows the user to select whether or not they want to allow the software to save anycustom code patches when saving a maps. We suggest that you keep this box checked unless otherwise notifiedby a technical support person.• Graph Display Options◦ Allows you to customize the way graphs within tables are displayed.LoggingLogging tab is used to setup the location where data logs are stored <strong>and</strong> how they are saved. Default location is theAccessTUNER installation folder(Example - C:\ProgramFiles\AccessPORT\AccessTUNER Pro – MAZDASPEED).CommunicationsThis tab is used to indicate if you are using the COBB USB cable or serial cable. Do not modify the other settings in thismenu unless instructed to do so.Aftermarket Wide-b<strong>and</strong> Oxygen Sensor IntegrationThe remaining tabs configure <strong>and</strong> enable wide-b<strong>and</strong> O2 sensors. External wide-b<strong>and</strong> O2 sensors can be integrated into thesoftware for data logging <strong>and</strong> Dashboard viewing. Once enabled, additional monitors will be available in Gauge List <strong>and</strong> LogList.Edit - Base Map PropertiesBase Map Properties is used to edit details about the map. This can be modified at anytime during the tuning process or canbe edited when saving a map.View - Dashboard [Ctrl + B]Checking this option opens Dashboard. Dashboard will only display parameters set in the Gauge List. Once Dashboard isopen, it can be moved <strong>and</strong> re-sized.View - <strong>Table</strong> List [Ctrl + P]Checking this option shows the list of all available tables to modify for the selected ECU.View - <strong>Table</strong> Graph [Ctrl + H]Checking this option adds a window to show your selected table values in the form of a graph.View - Status Bar [Ctrl + U]Checking this option opens a bar along the bottom of the software to display information about the state of the software instance.View - Data Log Viewer [Ctrl + Shift + D]Checking this option opens a built-in data log viewer. Information is displayed in columns <strong>and</strong> rows.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 5


View - Live Tracing [Ctrl + T]Checking this option enables a bounding box to appear around data in the active table, indicating what part of the table is beingutilized by the ECU. This feature is not enabled one every table.ECU - Data Logging [Ctrl + D]Checking this option enables the data logging feature. If status bar is enabled, “Logging” <strong>and</strong> a file path will be displayed atbottom of screen. Un-checking will stop the data log <strong>and</strong> save it to the file path indicated in the Status bar. Upon stopping thedata log, you will prompted to view the data log.ECU - Flash Map [Ctrl + Shift + F]When a pass-through connection is present, you can use this function to send a reflash comm<strong>and</strong> to your AccessPORT.ECU - Change ECU [Ctrl + G]This feature is only available in the AccessTUNER Professional software <strong>and</strong> it allows you to switch between the differentECUs supported by this software suite.Help - AboutShows AccessTUNER version <strong>and</strong> build date of software.Help - Help [F1]Opens a Help File document containing information relating to AccessTUNER.Help - View Log FileThis can be used to view error logs generated by the AccessTUNER software <strong>and</strong> AccessPORT.Help - Open Log FolderOpens file folder in operating system where AccessTUNER stores error log files.ShortcutsThe AccessTUNER software uses several st<strong>and</strong>ard Windows keyboard shortcuts for table editing, as well as others unique tothe software. Most keyboard shortcuts can be found to the right of their corresponding action in the software's drop-downmenus.<strong>Table</strong> Manipulation ShortcutsSmall Increase Value [ + ]Large Increase Value [ Shift + ]Small Decrease Value [ - ]Large Decrease Value [ Shift - ]Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 6


Edit - Configure Options [Ctrl + F].......................................................................................................................................... 4Gauge List........................................................................................................................................................................ 4Log List............................................................................................................................................................................. 4Display.............................................................................................................................................................................. 4Logging............................................................................................................................................................................. 5Communications............................................................................................................................................................... 5Aftermarket Wide-b<strong>and</strong> Oxygen Sensor Integration.........................................................................................................5Edit - Base Map Properties.................................................................................................................................................... 5View - Dashboard [Ctrl + B]................................................................................................................................................... 5View - <strong>Table</strong> List [Ctrl + P]..................................................................................................................................................... 5View - <strong>Table</strong> Graph [Ctrl + H]................................................................................................................................................. 5View - Status Bar [Ctrl + U].................................................................................................................................................... 5View - Data Log Viewer [Ctrl + Shift + D]............................................................................................................................... 5View - Live Tracing [Ctrl + T]................................................................................................................................................. 6ECU - Data Logging [Ctrl + D]............................................................................................................................................... 6ECU - Flash Map [Ctrl + Shift + F]......................................................................................................................................... 6ECU - Change ECU [Ctrl + G]............................................................................................................................................... 6Help - About........................................................................................................................................................................... 6Help - Help [F1]..................................................................................................................................................................... 6Help - View Log File............................................................................................................................................................... 6Help - Open Log Folder......................................................................................................................................................... 6Shortcuts............................................................................................................................................................................... 6<strong>Tuning</strong> Guide.............................................................................................................................................................................. 71st – Please update your AccessPORT firmware, review some helpful documents, <strong>and</strong> start with the appropriate basemap...................................................................................................................................................................................... 152nd – Datalog <strong>and</strong> establish or verify the proper part throttle <strong>and</strong> WOT MAF calibration settings for the fuel system, intakesystem <strong>and</strong> other hardware that will be used for calibrating the engine...............................................................................153rd – Establish proper boost targets, boost limits table values, <strong>and</strong> absolute load limit table values...................................194th – Establish proper safe fuel curves................................................................................................................................ 20Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 8


5th – Establish proper ignition advance table settings.........................................................................................................226th – Modify the Throttle – Req. Load – X Gear (Norm BAT) torque targeting tables, WG Duty Boost Error Comp. (Fine)(Boost Based), <strong>and</strong> WG Duty Load Dynamics (Fine) (Load Based) tables in order to achieve the boost controlcharacteristics that you would like....................................................................................................................................... 247th – Modification of throttle table settings for part throttle <strong>and</strong> WOT throttle controls. Advanced calibrations...................268th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc. .........................................................26Addendum 1 - How <strong>Mazda</strong>’s 2.3L DISI Turbo Factory Boost Control System Works v1.00.....................................................28Chapter 1 – Hardware......................................................................................................................................................... 29Chapter 2 – Plumbing.......................................................................................................................................................... 30Chapter 3 – Hardware Function........................................................................................................................................... 31Chapter 4 – Mechanical Calibration..................................................................................................................................... 32Addendum 2 – <strong>Tuning</strong> Guide for Pressure-Based Boost <strong>Tuning</strong> (BT)......................................................................................471st – Please update your AccessPORT firmware, review some helpful documents, <strong>and</strong> start with the appropriate basemap...................................................................................................................................................................................... 472nd – Set your Boost Targets <strong>and</strong> WG Duty Cycles table settings to zero. Datalog <strong>and</strong> establish or verify the proper idle,part throttle, <strong>and</strong> WOT MAF calibration settings for the fuel system, intake system <strong>and</strong> other hardware that will be used forcalibrating the engine........................................................................................................................................................... 473rd – Establish proper boost targets, boost limits table values, <strong>and</strong> absolute load limit table values...................................474th – Establish proper safe fuel curves................................................................................................................................ 485th – Modify the Boost Targets, WG Duty Boost Error Comp. (Fine) (Boost Based), WG Duty Load Error Comp. (Course),WG Duty Cycles, <strong>and</strong> Throttle – Req. Load – X Gear (Norm BAT) tables in order to achieve the boost controlcharacteristics that you would like....................................................................................................................................... 50Boost <strong>Table</strong>s............................................................................................................................................................................. 56Boost Comp : 1st - 2nd Gear A-B................................................................................................................................... 56Boost Comp : 3rd Gear A-B............................................................................................................................................ 56Boost Comp : 4th Gear A-B............................................................................................................................................ 56Boost Comp : 5th - 6th Gear A-B.................................................................................................................................... 56Boost Comp. - Baro........................................................................................................................................................ 57Boost Limits - Fuel Cut................................................................................................................................................... 57Boost Limits - Throttle Close........................................................................................................................................... 58Boost RPM Comp A-B.................................................................................................................................................... 58Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 9


Boost Targets................................................................................................................................................................. 58Closed Loop <strong>Table</strong>s.................................................................................................................................................................. 59Closed Loop – Exit Delay A-C........................................................................................................................................ 59Closed Loop – Max Load A-E......................................................................................................................................... 59Closed Loop – Max Throttle A-E..................................................................................................................................... 60LTFT Learning ECT Compensation................................................................................................................................ 60LTFT Learning Zone A-F Breakpoint.............................................................................................................................. 60Fuel <strong>Table</strong>s............................................................................................................................................................................... 61Fuel CL Comm<strong>and</strong>ed EQ (base).................................................................................................................................... 61Fuel Comm<strong>and</strong>ed EQ Max Enrichment Allowed.............................................................................................................61Fuel OL Comm<strong>and</strong>ed EQ (Throttle Closed)....................................................................................................................62Fuel OL Comm<strong>and</strong>ed EQ (base).................................................................................................................................... 62Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (Knocking)........................................................................................................62Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (No Knock)........................................................................................................62Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (Unused)...........................................................................................................62Fuel OL/WOT Comm<strong>and</strong>ed EQ (Knocking)....................................................................................................................63Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock A-B)............................................................................................................63Gear Ratio <strong>Table</strong>s..................................................................................................................................................................... 631st-6th Gear Ratio.......................................................................................................................................................... 63Final Drive – 1-4th.......................................................................................................................................................... 63Final Drive – 5-6th.......................................................................................................................................................... 63HPFP Control <strong>Table</strong>s................................................................................................................................................................ 64HPFP Desired Pressure – Max A-B................................................................................................................................ 64HPFP Desired Pressure A-F........................................................................................................................................... 64HPFP Desired Pressure ECT Comp............................................................................................................................... 64Idle <strong>Table</strong>s................................................................................................................................................................................ 65Idle Base AC A-B............................................................................................................................................................ 65Idle Speed Stability A-C / Clutch Out (BETA)................................................................................................................. 65Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 10


Idle Speeds Base A-B..................................................................................................................................................... 65Ignition <strong>Table</strong>s.......................................................................................................................................................................... 65Ign BAT vs ECT Comp. - % Used................................................................................................................................... 65Ign BAT vs ECT Comp. A-B........................................................................................................................................... 66Ign Global Max (BETA)................................................................................................................................................... 66Ign Low Octane Reduction............................................................................................................................................. 66Ign Per Cylinder Comp................................................................................................................................................... 67Ign <strong>Table</strong> – High Throttle/OL (Knocking)........................................................................................................................ 67Ign <strong>Table</strong> – High Throttle/OL (No Knock)........................................................................................................................ 67Ign <strong>Table</strong> – Low Throttle/OL (Knocking).........................................................................................................................69Ign <strong>Table</strong> – Low Throttle/OL (No Knock)........................................................................................................................ 69Ign <strong>Table</strong> – Max A-B....................................................................................................................................................... 69Injector Control <strong>Table</strong>s.............................................................................................................................................................. 69Injector Phasing Multiplier............................................................................................................................................... 69Injector Scalar................................................................................................................................................................. 69Specific Fuel Gravity....................................................................................................................................................... 70Knock <strong>Table</strong>s............................................................................................................................................................................ 70Knock Retard – Decay Magnitude A............................................................................................................................... 70Knock Retard – Decay Magnitude B............................................................................................................................... 70Knock Retard – Decay Rate A-B.................................................................................................................................... 70Knock Retard – Max Allowed Global (BETA).................................................................................................................. 71Knock Retard – Multiplier................................................................................................................................................ 71Knock Retard – Offset.................................................................................................................................................... 71Knock Retard Active – Min ECT..................................................................................................................................... 71Knock Retard Active – Min Load A-B............................................................................................................................. 72Knock Retard Active – RPM (Max)................................................................................................................................. 72Knock Retard Active – RPM (Min).................................................................................................................................. 72Limiter <strong>Table</strong>s........................................................................................................................................................................... 72Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 11


FFS Rev Limiter.............................................................................................................................................................. 72LC Vehicle Speed Limiter / Vehicle Speed Threshold for LC/FFS..................................................................................73Launch Control (LC) Rev Limiter.................................................................................................................................... 73Normal Rev Limiter (Rev Limiter)................................................................................................................................... 74Speed Limiter / Speed Limiter Hysteresis.......................................................................................................................74Load <strong>Table</strong>s.............................................................................................................................................................................. 74Abs Load Limits - Fuel Cut............................................................................................................................................. 74Abs Load Targets........................................................................................................................................................... 74Calc. Load Max. A-B....................................................................................................................................................... 75Engine Volumetric Efficiency (VE) (BETA)..................................................................................................................... 75Engine Volumetric Efficiency (VE) – VVT Comp. (BETA)...............................................................................................75Load Target Comp – High RPM (BETA)......................................................................................................................... 75Load Target Comp – Injector Base Offset (BETA)..........................................................................................................75Throttle – Gear Based Req. Load – High BAT Flag Off..................................................................................................76Throttle – Gear Based Req. Load – High BAT Flag On..................................................................................................76Throttle – Req. Load – 1st Gear (High BAT) / Throttle – Req. Load – 1st Gear (Norm BAT).........................................76Throttle – Req. Load – 2nd Gear (High BAT) / Throttle – Req. Load – 2nd Gear (Norm BAT).......................................76Throttle – Req. Load – 3rd Gear (High BAT) / Throttle – Req. Load – 3rd Gear (Norm BAT).........................................76Throttle – Req. Load – 4th Gear (High BAT) / Throttle – Req. Load – 4th Gear (Norm BAT).........................................76Throttle – Req. Load – 5th Gear (High BAT) / Throttle – Req. Load – 5th Gear (Norm BAT).........................................76Throttle – Req. Load – 6th Gear (High BAT) / Throttle – Req. Load – 6th Gear (Norm BAT).........................................76Throttle – Req. Load – Max A-B..................................................................................................................................... 77Throttle – Requested Load A-C...................................................................................................................................... 77Sensor Cal. <strong>Table</strong>s................................................................................................................................................................... 77MAF <strong>Table</strong> A-B............................................................................................................................................................... 77MAP Scaler for EM/Log/OBD – Component A................................................................................................................78MAP Scaler for EM/Log/OBD – Component B................................................................................................................78MAP Scaler for EM/Log/OBD – Offset............................................................................................................................ 78Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 12


Shifting Control <strong>Table</strong>s (BETA)................................................................................................................................................. 79Ignition Compensation A (Clutch in / Clutch out)............................................................................................................79Ignition Timing Limit (Min) (Throttle Closed / Throttle Open / Low ECT).........................................................................79Load Based Fuel Compensation (Clutch in / Clutch out)................................................................................................79Load/RPM Based Fuel Compensation (Clutch in / Clutch out).......................................................................................79Throttle <strong>Table</strong>s.......................................................................................................................................................................... 80APP Translation : 0NeutralAPP Translation : 1st-6th Gear....................................................................................................................................... 80APP Translation : Baro. Comp........................................................................................................................................ 80APP Translation : Speed Comp...................................................................................................................................... 80DBW Throttle A-C........................................................................................................................................................... 81VVT <strong>Table</strong>s............................................................................................................................................................................... 81VVT Intake Cam Advance.............................................................................................................................................. 81Wastegate Dynamics................................................................................................................................................................ 82WG Duty Baro Error Comp. (Fine) (Load Based)...........................................................................................................82WG Duty Boost Error Comp. (Fine) (Boost Based) .......................................................................................................82WG Duty Boost Error Ramp Limiter – High Limit............................................................................................................82WG Duty Boost Error Ramp Limiter – Low Limit.............................................................................................................82WG Duty Load Dynamics (Fine) (Load Based)...............................................................................................................83WG Duty Load Error Comp. (Course)............................................................................................................................. 83WG Duty Load Error Ramp Limiter – High Limit.............................................................................................................83WG Duty RPM Comp. A................................................................................................................................................. 83WG Duty RPM Comp. B................................................................................................................................................. 84WG Duty Throttle Close Baro Threshold (Load Based)..................................................................................................84Wastegate <strong>Table</strong>s..................................................................................................................................................................... 84WG Duty - Baro. Comp................................................................................................................................................... 84WG Duty - Battery Comp................................................................................................................................................ 84WG Duty - IAT Comp...................................................................................................................................................... 85Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 13


WG Duty Cycles............................................................................................................................................................. 85Toggles..................................................................................................................................................................................... 86Enable Ignition Per Cyl. Comp........................................................................................................................................ 86Use Boost Based Dynamics (Boost Control).................................................................................................................. 86Alternate Throttle Targeting for WGDC/Boost Targets...................................................................................................86This document is intended to assist you with the calibration <strong>and</strong> tuning of your <strong>Mazda</strong> 2.3L DISI engine using the<strong>Cobb</strong> <strong>Tuning</strong> AccessTUNER software. This document has broken down the process into 8 basic steps. Please read throughthis guide before you attempt to tune your <strong>Mazda</strong> 2.3L DISI engine with the AccessTUNER software. This document willbreak down the calibration <strong>and</strong> tuning process into what tables you will be tuning in each section, what engine variables youwill want to datalog to tune each section, <strong>and</strong> what adjustments should be made to your calibration. We have also written<strong>Table</strong> <strong>Descriptions</strong> <strong>and</strong> <strong>Tuning</strong> <strong>Tips</strong> for most tables in the software, you can access these help documents by pressing the“F1” key while that table is highlighted in the <strong>Table</strong> List using the AccessTUNER Professional or AccessTUNER Race software.We highly suggest you log the following parameters for the tuning process:Actual AFRBoostBoost Air Temp.Calculated LoadHPFP Act. Press.Intake Temp.Intake Valve Adv.Knock RetardLong Term FTMAF VoltageMass AirflowRPMShort Term FTSpark Adv.Throttle PositionCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 14


Vehicle SpeedWastegate DutyMost of these are also setup as the “Default Log List” for the AccessPORT.Now we are going to walk you through establishing your initial calibrations for your base map. Establishing calibrationsis different from tuning. Please read through this document <strong>and</strong> establish proper calibrations for your vehicle before youbegin to tune for power. You want to determine <strong>and</strong> establish calibrations without creating excessive stress or damaging yourengine assembly. These 8 steps have been put in this particular order to assist you with establishing a safe calibration foryour vehicle without over stressing the engine.During your tuning session please make sure that your Intake Air Temperature (IAT) <strong>and</strong> Engine Coolant Temperature(ECT) values are stabilized prior to your power runs. This will make tuning much easier for you if these two values are alwaysthe same when you start your power run. Otherwise, you can chase your tail trying to tune boost or ignition advance ifyour ECU is in different compensatory tables due to the change in either of these temperatures. You can also turn the engineoff (then cycle the key back to the “ON” position so you do not lose the connection to your ECU) for a short period of timewith a fan blowing on the vehicle. Shortly after you start your vehicle, free rev the engine from ~3500 to ~5500 RPM six toeight times; this will spin the water pump pulling the hot coolant out of the block <strong>and</strong> replacing it with the colder coolant fromthe radiator.1 st – Please update your AccessPORT firmware, review some helpful documents, <strong>and</strong> start with the appropriatebase map.Please start with a st<strong>and</strong>ard base map that best fits the hardware installed on your vehicle. You can read the long descriptionof the base map to see what hardware the map was designed for.MAZDASPEED Base Maps = Available HerePlease be sure to update the firmware on your AccessPORT to the latest firmware by following these instructions =Available HerePlease review the MS3-MS6 Service Bulletin. This document contains Technical Service Bulletin (TSB) information from<strong>Mazda</strong>, Operating Experiences from MAZDASPEED owners, <strong>and</strong> other suggestions about what services should be performedprior to dyno tuning.We have also included a MAZDASPEED Help File that you can access by pressing the F1 key while the software is open.We have written a detailed description for all tables <strong>and</strong> tuning tips for most tables. Please take into consideration that the engineerswho established these calibrations did so in a very scientific manner <strong>and</strong> most of these calibrations are optimalalready.2 nd – Datalog <strong>and</strong> establish or verify the proper part throttle <strong>and</strong> WOT MAF calibration settings for the fuel system,intake system <strong>and</strong> other hardware that will be used for calibrating the engine.To capture this data please follow the below directions:Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 15


This test should be done carefully. Allow the vehicle to idle for a few minutes, then drive for about 50 citymiles at light throttle. Please make sure the ECU has not been reset or the battery disconnected for these 50 miles. Set theAccessPORT or AccessTUNER software up to datalog the st<strong>and</strong>ard 10 AccessPORT variables along with Long Term FT1 (LTFT ), Mass Airflow, <strong>and</strong> Short-Term Fuel Trim (STFT). Be sure to have MAF Flow displayed on the screen as you prepareto log. Start in 2nd gear at 1500 RPM then very slowly modulate throttle from there over the next 20 seconds, please besure to accelerate at a steady rate until you exceed 100 grams/sec airflow. After you have completed this test up to 100grams/sec, please put the car in neutral <strong>and</strong> allow the car to idle for a few seconds. Then steadily open the throttle while thecar is in neutral until you exceed 30 grams/sec, then stop the datalog. This will allow us to see what type of learning the stockECU is doing to compensate for the intake system that is installed on this car. Ideally, you want your LTFT values to becloser to zero. Anything +/- 8% is acceptable, but closer to 0 LTFT is ideal.The objective is to observe the various adjustment that have been saved by the ECU at various breakpoints alongthe MAF curve. These breakpoints are based on grams/second airflow values.By analyzing the datalog recorded above, you can see what changes the ECU is making to compensate for the varioushardware installed on the vehicle. You should only need to apply these adjustments once prior to continuing the tuning7000LT FT Analysis140600012050001004000803000RPM (RPM)Rel. Thrott. Pos. (%)Long Term FT1 (%)Mass Airflow (g/s)6020004010002002 4 6 8 101214161820222426283032343638404244464850525456586062646668701 3 5 7 9 111315171921232527293133353739414345474951535557596163656769710Sample Numberprocess. One objective is to calibrate the MAF sensor for part throttle conditions. The other objective is to calibrate the MAFsensor so the WOT fuel tables can be accurate. From what we have seen with these vehicles, the MAZDASPEED3(MS3),MAZDASPEED6 (MS6), <strong>and</strong> MAZDA MPS (3 <strong>and</strong> 6) have different learning breakpoints for the LTFT corrections.The 2007-2009 MS3 <strong>and</strong> 2007-2008 MPS3 uses five different LTFT Breakpoints from;0 – ~5.70 grams/sec~5.71 – ~18 grams/sec~18.01 – ~30 grams/secCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 16


~30.01 – ~200 grams/sec~200.01 grams/sec – full sensor rangeThe 2010-2012 MS3 <strong>and</strong> 2007-2011 MPS3 uses five different LTFT Breakpoints from;0 – ~5.70 grams/sec~5.71 – ~18 grams/sec~18.01 – ~200 grams/sec~200.01 grams/sec – full sensor rangeThe 2006-2007 MS6 <strong>and</strong> 2004-2006 MPS6 uses five different LTFT Breakpoints from;0 – ~5.70 grams/sec~5.71 – ~18 grams/sec~18.01 – ~30 grams/sec~30.01 – ~200 grams/sec~200.01 grams/sec – full sensor rangeIf you are operating the engine with an intake system which has a larger diameter that the stock intake system thenyou will want to use the global multiplier value calculated from the “Intake Calibrations” tab located in the “AccessTUNERCalibration & <strong>Tuning</strong> Guide Worksheet for MAZDASPEEDs.” This multiplier should be applied to the entire MAF Calibrationcurve.The following steps can be followed if you do not use historical learned LTFT data for making a proper MAF calibration.The MAF Calibration table contains values that tell the ECU the MASS of air entering the engine for the given MAF voltage.These values allow the ECU to properly calculate the mass of the fuel it needs to inject into the engine to get the air/fuelvalue dictated in the Primary Fuel table or by the closed loop control targets, 1 Lambda. The factory ECU airflow adjustmentstable is based on MAF Voltage. The data in this table is represented in grams per second; this is the only table that exists forthe sole purpose of adjusting MAF transfer (or MAF calibration) values. Under normal idle <strong>and</strong> light throttle closed loop condi-Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 17


tions the ECU is always going to try <strong>and</strong> hit 1 Lambda or the stoichiometry of the fuel you are running. You will be most familiarwith the associated petrol air/fuel ratio of 14.68:1 A/F, which is an air mass of 14.68 to every 1 fuel mass.This paragraph has been composed to give you a better underst<strong>and</strong>ing about how fuel trims work for this vehicle. Ifyou follow the above steps <strong>and</strong> capture a datalog, you will not need to follow the steps in this paragraph. Start the vehicle, letit idle, <strong>and</strong> come to temperature...it may not perfectly idle, but just deal with it until it comes to temperature, 180-190 F. Usethe dashboard to pull up your STFT, LTFT, MAF Voltage, <strong>and</strong> Coolant Temp. After the vehicle has come to temperature,watch your MAF voltage <strong>and</strong> A/F trims. You want the combination of your A/F trims to be as close to 0 as possible. EX = Ifyour STFT is +5% <strong>and</strong> LTFT is 0, then simply look up the MAF Voltage, which should be close to 1.2-1.28 volts at idle, on theMAF Calibration table <strong>and</strong> adjust the grams/sec value for that voltage up (+) until your combined fuel trims are 0 or close tozero. These adjustments can be made very easily by looking at the combined % correction of the STFT & LTFT. If that total is+6% then you can highlight the MAF Calibration cell for that particular MAF voltage <strong>and</strong> hit the “M” key, you will then beprompted to enter a floating point value. The correct value for this particular situation would be 1.06. This adjustment will nowtell your ECU for that particular MAF voltage you now have a 6% greater MASS of air entering the engine so 6% more massof fuel should be injected. After this adjustment is made <strong>and</strong> your ECU flashed with the map, your A/F Trims should be closeto zero. (If that total is -6% then you can highlight the MAF Calibration cell for that particular MAF voltage <strong>and</strong> hit the “M” key,you will then be prompted to enter a floating point value. The correct value for this particular situation would be 0.94; this adjustmentwill now tell your ECU for that particular MAF voltage you now have 6% less MASS of air entering the engine so 6%less mass of fuel should be injected, bringing your fuel trims close to zero.) We suggest you shoot for a LTFT value of +/- 8%max. You may have to re-set your ECU throughout this process with the AccessTUNER software to remove any learnedtrims. Reset your ECU while live data logging, close down any tracing or dashboard, then you can go to the “ECU” drop downmenu <strong>and</strong> select the Reset ECU option. You will be prompted to turn your vehicle fully off <strong>and</strong> back on again.Complete these calculations along the MAF Calibration table up to 2.6 volts or so ON A LOAD-BASED CHASSISDYNO at part-throttle. Be sure to run the vehicle with the A/C on as well to make sure your calibrations are consistent. If youhave a properly designed intake system, the MAF Calibrations should look very similar to your stock MAF Calibration graphunder the table data. Be sure to keep your throttle movement as steady as possible during this process. Rapid movements ofthe throttle may employ adjustments from the tip-in enrichment conditions <strong>and</strong> may skew your fuel trims.Your trim values will always adjust back <strong>and</strong> forth (+/-); let them, that is what they are supposed to do. Do not beatyourself up trying to get them at exactly 0...it is impossible (temperature, weather, gasoline, etc. changes will not keep anythingconstant while you are tuning).If your idle RPM or AFR at idle has a slight fluctuation then you may need to modify your MAF calibration table settingsaround the MAF voltage the vehicle idles. We have found that the stock calibration settings at idle can be too far apart<strong>and</strong> they may need to be adjusted so they are closer together at the MAF voltage where the vehicle idles. For this examplewe will say that the vehicle is idling around 1.29 MAF volts.If you are seeing plateaus, spikes, dips, or flat spots in the graph for the MAF Calibration table then you know somethingis wrong...replace the intake system with a properly designed one.NOTE: CHANGING THE MAF CALIBRATION TABLE WILL CHANGE YOUR CALCULATED LOAD. If all other variables remainconstant, the less airflow you calibrate in the ECU for a given MAF voltage; the less engine load will be calculated. Thisis particularly difficult to deal with because this also changes the torque calculations completed by the ECU. This is why wesuggest you use historical LTFT data to make one major revision to your MAF calibration. Once you verify that your LTFTdoes not go beyond +/-8% at idle <strong>and</strong> part throttle, <strong>and</strong> your Actual AFR matches the values in your WOT fuel tables, thenshould not need to address the MAF calibration again. If you see your LTFT values suddenly change, this may mean some-Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 18


thing mechanical has changed with the engine. Please mechanically check all vacuum, intake, charge pipe, <strong>and</strong> intercoolerconnections to make sure they are properly sealed.What all of the above 2 nd step means to you:- It takes significantly less time <strong>and</strong> is much easier to calibrate the MAF sensor based on historical data. We highly suggestyou allow the vehicle to run on a calibration for at least 10 miles of street driving <strong>and</strong> a few key cycles so the ECU is allowedto learn <strong>and</strong> show you what has been saved for LTFT values.- Fuel trims are different based on whether or not the vehicle has an upgraded Camshaft Driven Fuel Pump (CDFP).- Fuel trims affect torque calculations. Vehicles with the same map <strong>and</strong> same or different parts will perform differently basedon the LTFT value the ECU has learned.- The MS3 <strong>and</strong> MS6 have the same MAF housing, but different MAF Sensor calibrations.3 rd – Establish proper boost targets, boost limits table values, <strong>and</strong> absolute load limit table values.Several tables exist within the ECU that control when the engine cuts fuel <strong>and</strong> closes the throttle plate if the engineexceeds a determined safety limit. We have found it helpful to establish proper boost targets in the Boost Targets tables in orderestablish these various safety limit values. The ECU does not use the Boost Targets table under normal Wide OpenThrottle (WOT) conditions. However, we have set up a worksheet that calculates proper Boost Limits - Fuel Cut <strong>and</strong> BoostLimits - Throttle Close table values based on the values on the Boost Targets table. The Boost Limits table will cut fuel to theengine if the boost values in this table are exceeded, so it makes sense to set these values above your Boost Targets values.The Boost Limits - Throttle Close table will close the throttle after the boost values in this table are exceeded. Setting thesevalues slightly under the Boost Limits - Fuel Cut table values is an appropriate strategy to help use the throttle control systemin order to prevent an over boost situation. By basing the Boost Limits - Fuel Cut <strong>and</strong> Boost Limits - Throttle Close table valuesoff the Boost Targets table values, one can establish proper protective values to help protect the engine from exceedingvarious boost limits.The Abs Load Limits – Fuel Cut table is another table that will cut fueling to the engine if the engine exceeds the loadvalues in this table. We can speculate that this table was used to establish the fueling limitations of the stock CDFP. If theECU calculates that engine load is exceeding these values, then fueling is temporarily cut to the engine until the calculatedengine load falls below these values.What all of the above 3 rd step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling dem<strong>and</strong>. If you see your HPFP ActualPressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFP usuallyhold HPFP Actual Pressure at ~1500-1600psi, most high-flow CDFP usually hold HPFP Actual Pressure at 1600-2000psi.We highly suggest you verify fueling supply is capable of fueling dem<strong>and</strong> <strong>and</strong> that you set various limit tables appropriately.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 19


4 th – Establish proper safe fuelcurves.Please make sure that the Weighted Interpolation box has been checked. This setting is found in the Display tab ofthe Configure Options menu, which can be accessed in the software by pressing CTRL+F key.The fuel targets at idle <strong>and</strong> at light throttle will <strong>and</strong> should always be 1 Lambda (or 14.68 AFR with petrol), for this is aClosed Loop (CL) fueling target. When you increase your engine load from idle or part throttle you should always see asmooth transition from 1 Lambda (14.68 AFR) to your Open Loop (OL) fuel targets. These dictated fuel targets are in the FuelOL/WOT Comm<strong>and</strong>ed EQ (No Knock) table. If steps 1, 2, <strong>and</strong> 3 have been properly performed then you should not need tomodify much of your part throttle fuel targets because the transition will always go from ~1 Lambda down to the desiredLambda or AFR for WOT. This transition will only happen after any closed-loop delays have taken place.Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) calibration. We suggest you start off with excess fuel <strong>and</strong> run the enginericher than you want for your final tune, something around 0.68 Lambda (lower 10.X:1 AFR Petrol). Leaning the engineout from a richer fuel curve is a much safer approach to tuning your fuel curve. Once all of the above tables have been calibrated,you will want to datalog your AFR Actual <strong>and</strong> compare it to your dictated Lambda (AFR) in your Fuel OL/WOT Comm<strong>and</strong>edEQ (No Knock) table; you can make your adjustments to your MAF Calibration from there. We highly advise that youstart your WOT pulls by focusing on the mid RPM ranges then working your way up to just before redline. EX: Start your pullson the dyno from 2000 RPM <strong>and</strong> go to 4500 RPM. Check the values dictated in your Fuel OL/WOT Comm<strong>and</strong>ed EQ (NoKnock) table against the Actual AFR as measured in the exhaust stream.This comparison only relates if you have an intake system that is other than stock; if your dictated A/F is 11.0 <strong>and</strong>you measure 12.0 in the exhaust stream, then you will want to add (+) grams/sec for the MAF voltage that corresponds forthat RPM <strong>and</strong> load point. The specific adjustment for the above situation should be multiplying the corresponding MAF flowgrams/sec by 1.0909 = 12/11. You should be measuring very close to the same Lambda (A/F Ratio) in your exhaust streamthat you have dictated in your Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) table. Your trim values will always adjust back <strong>and</strong>forth (+/-); let them, that is what they are supposed to do. You should not have to modify the MAF Calibration table if youCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 20


have a stock vehicle. We highly suggest you do not spend excessive time tuning your MAF Calibration table just so the A/Foutput matches exactly what is dictated in the Primary Fuel table. You will chase your tail getting it spot on…then you will fillup at a different gas station that will have a different quality fuel <strong>and</strong> the targets may be slightly off.For the next pulls you can go from 2000 RPM to 5000 RPM, then 2000 RPM to 6000 RPM, until you can safely makepulls from 2000 RPM to just before redline. Again verify that what you measure with the Actual AFR matches what you havein the Fuel <strong>Table</strong> WOT.NOTE: IF ANY REPORTS OF KNOCK RETARD (KR) ARE PRESENT DURING THE PULL, THE ECU WILL INJECT ADDI-TIONAL FUEL TO HELP PREVENT REPORTS OF KR. The higher the reports of KR, the more fuel (in addition to the fueldictated in the Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) table) the ECU will inject. In order to verify the MAF Calibration isset up properly, you will need to make sure that KR is not reported for the entire pull. This may require that you run a lowerthan desired boost levels in order to datalog a clean dyno run that has no reports of KR.If you notice that the ECU's closed-loop delays are longer than desired, then you can modify the various Closed Looptables. Please use caution when doing so for this will change when <strong>and</strong> how the car transitions from closed-loop to open-loopoperations which can greatly affect driving quality.What all of the above 4 th step means to you:Please be sure to verify that your fueling capacity is capable of keeping up with fueling dem<strong>and</strong>. If you see yourHPFP Actual Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFPusually hold HPFP Actual Pressure at ~1500-1600psi, most high-flow CDFP usually hold HPFP Actual Pressure at 1600-1800psi while at WOT.- Some DISI ECUs switches logic <strong>and</strong> blend fueling strategies in different modes. Fueling can go from stratified tohomogeneous, <strong>and</strong> back. Torque targeting can go from boost targeting to load targeting. Closed-Loop (CL) toOpen-Loop (OL) transitions may not be smooth on a vehicle where the turbo spools very quickly.- Fueling strategies change with reports of Knock Retard. For each 1 count of KR, you will see the ECU adds aproportion of fuel.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 21


5 th – Establish proper ignition advance table settings.First, you need to recognize that it is impossible for any engine to never detonate under all conditions. Too manyvariables are constantly changing during engine operation <strong>and</strong> it is impossible to avoid detonation under every condition. Theobjective of ignition advance tuning is calibrating the ignition advance tables to MBT, Minimum spark advance for BestTorque output. This is a state where you have calibrated the ECM to the maximum power available, or the maximum powerthat the engine can produce under the given conditions (engine hardware, fuel quality, atmospheric conditions, etc.). Addingless ignition advance will usually lose power (<strong>and</strong> increase Exhaust Gas Temperature (EGT)); adding more ignition advancewill usually lose power, decrease EGT, <strong>and</strong> bring the motor closer to the detonation threshold. You want to start off with lesstotal ignition advance than you are going to run for your final tune. Too much ignition advance for any given RPM <strong>and</strong> calculatedengine load can destroy an engine very quickly. Again, the objective is to run as little ignition advance as possible whilemaking the greatest amount of torque.Finding MBT can only be safely completed with a good load based chassis dynamometer that has the ability to loadthe vehicle <strong>and</strong> measure the torque output at the same time. Chassis dynos such as Mustang Dynamometer, Bosch, <strong>and</strong>Dyno Dynamics have this ability. You can start off in the higher gears (lower engine RPM) <strong>and</strong> have the chassis dyno holdthe vehicle <strong>and</strong> give you the torque output of the vehicle at a RPM break point on your ECU calibration. You can start out atvery light (low TPS) loads holding the vehicle at one specific load for the ignition table(s) <strong>and</strong> slowly add ignition advance indifferent maps until the vehicle does not make any more torque or gets close to the knock threshold for the engine. One suggestionis that you increase ignition advance for each particular cell until you see that torque no longer increases with the additionalignition advance. Now back off 2-3 degrees of ignition advance to keep the calibration on the safe side. Once you findwhere the engine produces the maximum amount of torque with the least amount of ignition advance, this is MBT. <strong>Tuning</strong> forMBT will take a very, very long time <strong>and</strong> is not suggested unless you are very experienced with the particular chassis dynoyou are using <strong>and</strong> the engine you are tuning.Another option is to tune the ignition advance curve for part throttle by identifying which ignition table(s) your ECU isusing for part throttle conditions. You will need to datalog the following variables: RPM, Engine Load, Spark Adv. (°), KnockRetard (°), Throttle Position (%), <strong>and</strong> Actual AFR (AFR) to help you identify which table(s) the ECU is looking-up for Closed-Loop (CL) ignition calculations. The MS ECU will usually switch between ignition tables based on if the ECU is operating inCL or Open-Loop (OL). As the ECU recognizes Knock Retard (KR), the ECU will remove ignition advance until the KR is nolonger reported. Please take into account the reporting of KR is historical. Once KR is reported, the ECU will continue to removeignition advance until the ECU detects that it will not need to remove ignition advance. At this point in time, the ECU willcontinually reduce the amount of KR. If the ECU is in CL, then the ECU will use one table or set of tables, if in OL then theECU will use another table or set of tables. Generally speaking, the ECU will try to run as much ignition advance as possibleduring part-throttle conditions in order to determine MBT. This is done through advanced detonation detection measures usingthe knock sensor. When the ECU calculates reports of KR while at WOT, the ECU will remove ignition advance <strong>and</strong> addfuel to help protect the engine. If the ECU does not run excessive ignition advance, then it cannot determine the detonationthreshold of the engine for the given conditions. If you are to run less ignition advance, then the engine will be less efficient,generating greater emissions, achieving lesser fuel economy...<strong>and</strong> the engine will still detonate (<strong>and</strong> the ECU will report KR)under some conditions.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 22


For tuning of your ignition advance curves at WOT or Open-Loop (OL), we suggest you begin with less total ignitionadvance than is optimal, that way you can work your way up from there. Generally speaking, a turbo-charged Direct InjectionSpark Ignited (DISI) <strong>Mazda</strong> engine will run the least amount of ignition advance near peak torque <strong>and</strong> ignition advance willgenerally rise with RPM in order to keep up with the increasing piston speed. This trend is normal for most internal combustionspark ignition engines; as VE (Volumetric Efficiency) increases the amount of ignition advance an engine needs will decrease.During part-throttle driving, a turbo-charged engine's VE will not be the highest because the turbo is not producingmuch boost under cruise conditions <strong>and</strong> ignition advance will usually be higher. As VE increases at WOT (when the turbo isproducing boost) ignition advance will go down to its lowest point by peak torque then it will slowly increase during the torqueplateau. This is not due to decreasing VE, but is done in order to keep up with the increasing piston speeds. Once torque beginsto fall off you will see ignition advance increase at higher rates. This is due to the decreasing VE or torque <strong>and</strong> is alsodone in order to keep up with the increasing piston speeds; you have to start the burn earlier so that the pressure wave expansionoccurs at the optimal time. Ultimately, you will always want the combustion pressure wave occurring inside the combustionchamber to exert maximum force so the piston/connecting rod assembly pushes on the crankshaft at the same timingafter-top-dead-center (ATDC). This optimal position to exert downward pressure on the piston is usually between 9-16 degreesATDC.We have found that one must have a chassis dyno to help find the thresholds for maximum ignition advance for aparticular engine <strong>and</strong> the fuel that is being used. The objective of ignition tuning is very simple. You are trying to start theflame front, BEFORE TDC (or after on a DISI engine), so that the peak of the combustion chamber pressure wave pushesdown on the piston at the same time AFTER TDC. This is why values in the ignition advance tables are in degrees of ignitionadvance before (positive values) <strong>and</strong> after (negative values) TDC.With the above said, what you will be trying to do is to get the total ignition advance curve as close to optimal for yourengine <strong>and</strong> the fuel you are using. If your ECU <strong>and</strong> engine are happy with your calibration you will generally see that the ECUwill seldom report KR above 1 while at WOT.You should be satisfied with the ignition advance curve if while at WOT for several runs, hot ones even, the KR doesnot go above 2 across the RPM range <strong>and</strong> the ignition is a smooth predictable curve. This is not the only way to tune, justone perspective. You can carefully run more ignition advance so that the ECU will show you if the engine wants more ignitiontiming. You can increase total ignition advance in small increments, .5 - 1 degree of ignition advance. Once you are able tofind the optimal ignition advance curve your engine wants for the particular fuel you are using you should see that your totalignition advance curve is consistent from run to run.Generally speaking, ignition advance is used to increase the volumetric efficiency (VE) of an engine where the efficiencydoes not naturally exist. With this said, peak VE is found at peak torque so the engine will need the least amount of ignitionadvance under these conditions. After the engine's torque peak, you will typically need to increase ignition advance inorder to keep up with the increasing piston speeds the engine will see as RPM increase. Please take into account that onceyou exceed MBT (Minimum spark advance for Best Torque output); it is possible to make less power with more ignition advance<strong>and</strong> this additional ignition advance beyond MBT has the ability to damage an engine. This is when tuning on a loadbased chassis dyno can be very beneficial.The MS ECUs have been programmed with ignition advance curves that are very aggressive for part throttle conditions.This has been done to allow the ECU to determine MBT for varying conditions. Once the ECU detects that ignition advanceis too aggressive for the given conditions, by using feedback from the knock sensor, the ECU will report KR <strong>and</strong> removethe excessive ignition advance...THIS IS NORMAL. Please underst<strong>and</strong> that detonation at light engine loads is not asmuch of a concern as KR while at WOT. The cylinder pressures at part throttle are not significant enough to damage the engineas to where the cylinder pressure at WOT can damage an engine if detonation is sustained. This allows the ECU to runthe engine on various different fuel qualities that are available across the United States. Reports of KR may not be presentwhile running 93 octane, but KR may report at part throttle while running 91 octane.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 23


The ECU has two pairs of main ignition advance look-up tables. As you have the software open, you can press theCTRL+K keys then you will be prompted if you want to revert the ECU back to stock values. By doing this you can see howthe factory settings are the same for two pairs of main ignition advance look-up tables. Being that these tables are set thesame from the factory, you will likely want to set these pair of tables the same unless you have determined a better strategy.What all of the above 5 th step means to you:– Ignition strategies change with reports of Knock Retard.– The stock vehicle has several compromises that need to be dealt with prior to tuning. Poor spark plug quality <strong>and</strong>compressed coil spring tension are two minor pieces of hardware that may need to be replaced or inspected priorto tuning.6 th – Modify the Throttle – Req. Load – X Gear (Norm BAT) torque targeting tables, WG Duty Boost Error Comp.(Fine) (Boost Based), <strong>and</strong> WG Duty Load Dynamics (Fine) (Load Based) tables in order to achieve the boostcontrol characteristics that you would like.You will need to datalog the following variables: Actual AFR, Boost, Boost Air Temp., HPFP Act. Press., Knock Retard,Throttle Position, RPM, Vehicle Speed, Wastegate Duty to help you identify which table(s) the ECU is looking-up foropen-loop torque targeting. The MS ECU will also usually switch between the Norm BAT <strong>and</strong> High BAT Throttle – Req. Loadtables based on the Boost Air Temp values. The objective is to keep the intercooler efficiency high enough <strong>and</strong> turbo boostlow enough to keep the BAT values consistent <strong>and</strong> within the heat exchanging abilities of the hardware installed on thevehicle.First we would like to review some of the stock MS ECU logic. The ECU will use the lowest torque target from one ofthe three groups of tables:Throttle – Req. Load – X Gear (Norm or High BAT)WG Duty Throttle Close Baro Threshold (Load Based)Throttle – Requested LoadThis logic allows several different strategies to be used to calibrate these ECUs. One can set two of the tables tohigher values; this would force the ECU to allow torque to be tuned by the one table (or group of tables) with the lowesttorque target values. This would allow the WG Duty Throttle Close Baro Threshold (Load Based) table or the Throttle – RequestedLoad table to be used to tune torque for all gears. On the other h<strong>and</strong>, one can set the above two requested loadtables to higher values <strong>and</strong> then the torque targeting tables associated with each gear can be used. This is what we havechosen to do with our OTS maps so we can try to map boost differently in each gear based on the differing load conditionsfor each gear. If you increase the desired torque values in these tables, the ECU will do what it can to make additional torque.If you decrease the desired torque values in these tables, the ECU will do what it an to make less torque.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 24


Being that this engine is turbocharged makes the tuning process fairly straight forward. The turbocharger boost levelsare the main variable used to create torque. When you increase your torque targets for a particular gear, you will see theECU uses more Wastegate Duty (%) in order to achieve the higher torque (boost) levels. If you see that you are overshootingboost levels, you can simply decrease your torque targets for that particular gear.If you are increasing or holding wastegate duty cycles steady <strong>and</strong> boost is dropping then you have most likelyreached the threshold of the mechanical efficiency of the turbo or your exhaust gas back pressure prior to the turbo is toohigh <strong>and</strong> is forcing the wastegate valve to open.If you are having a small boost spike you may need to decrease the Target Load a few hundred RPM prior to theover boosting event to allow the exhaust energy to be released past the turbine wheel.The WG Duty Boost Error Comp. (Fine) (Boost Based), WG Duty Load Error Comp. (Course), <strong>and</strong> WG Duty LoadDynamics (Fine) (Load Based) are used to fine tune boost or torque control characteristics. These tables give the ECU authorityto remove WGDC when an over boost or over load condition occurs, <strong>and</strong> add WGDC when an under boost or underload condition occurs. These tables are used to help correct boost <strong>and</strong> torque targeting values when an over boost (or overload) or under boost (or under load) condition occurs. These tables are calibrated to help control the smaller stock turbo, ifyou have changed your turbocharger we suggest you modify these table settings in order to fine tune the boost control characteristics.NOTE: With porting a wastegate, you are trying to make the wastegate valve function work better which means that yourturbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it was engineeredto run. If you make your wastegate react quicker then boost will be very difficult to stabilize <strong>and</strong> reach peak #s at an earlierRPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make <strong>and</strong> maintain boost will haveless opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along thepath of least resistance. Not bashing, just trying to give you a different perspective.Generally speaking, the stock turbo can experience an uncontrollable overrun condition if a high-flow exhaust manifoldis installed in conjunction with a high flow intake <strong>and</strong> cat-less exhaust system. You can modify the boost control systemby changing the size of the orifice in the restrictor pill. Although, installing a properly designed stainless steel substrate highflowcatalytic converter will significantly assist with controlling turbo overrun conditions <strong>and</strong> will have a nominal effect onpower output.What all of the above 6th step means to you:- Fuel trims affect torque calculations so one car with the same map, same or different parts, will perform differentlybased on the LTFT value the ECU has learned.- Torque targeting strategies change with changes in Boost Air Temp (BAT) values.- The ECU can be tuned several different ways depending on how you have established various table settings. Youcan have one table for all torque targets, or you can target torque per gear.- The ECU may switch between boost targeting <strong>and</strong> torque targeting for closed-loop <strong>and</strong> open-loop operations.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 25


7 th – Modification of throttle table settings for part throttle <strong>and</strong> WOT throttle controls. Advanced calibrations.If you choose to establish calibrations for these tables yourself, you will need to datalog the following variables: Accel.Pedal Pos. (APP), Actual AFR, HPFP Act. Press., Knock Retard, Throttle Position, RPM, Vehicle Speed, <strong>and</strong> WastegateDuty to help you identify which table(s) the ECU is looking-up for closed-loop or open-loop boost <strong>and</strong> torque targeting.The APP Translation tables represent how the Accelerator Pedal Position (APP) values are reported to the ECU on aper gear basis. The x-axis values in these tables are APP read-only values <strong>and</strong> the cell data is the reported APP values thatare used by the ECU for throttle controls. These tables use read-only APP values to look up a APP value that is reported tothe ECU for throttle controls. The stock values work very well. Although, if you are to modify these values, we highly suggestyou drive the vehicle <strong>and</strong> datalog APP <strong>and</strong> TPS values to get a better idea about how this vehicle drives withthe various changes. These vehicles tend to use switching <strong>and</strong> blending functions for closed-loop to open-loop transitions.Please be aware of this as you start to modify any closed-loop functionality.The DBW Throttle tables define the throttle duty cycles indicated under three separate conditions as a function of calculatedengine load, <strong>and</strong> thus requested torque. The table is referenced by the Engine RPM on the x-axis <strong>and</strong> by the calculatedengine load on the y-axis. <strong>Table</strong> values are the relative throttle duty cycle the torque targeting system system will drivethe electronic throttle body in an attempt to target the associated torque. Higher values mean more duty cycle, lower valuesmean less duty cycle. The factory ECU settings use these table values to control the torque produced by the MZR engine.These tables most directly effect how the throttle system works during part throttle <strong>and</strong> WOT conditions. The requestedtorque values on the y-axis indicate how much or little to duty cycle to drive the electronic throttle body with. A value of 80%throttle duty cycle represents the maximum amount the electronic throttle body can be driven. The OTS map settings are veryeffective <strong>and</strong> we suggest you start there.What all of the above 7 th step means to you:- As was done with the factory calibrations, throttle controls can be effectively used to help manage the torqueoutput of the engine or for protective measures to help prevent overrun (over rev) conditions.8 th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc.We have written a detailed description for all tables <strong>and</strong> tuning tips for most tables. You can access this informationby pressing the “F1” key while the particular table you want to learn about is highlighted in the table list located on the lefth<strong>and</strong> side of the software. Please take into consideration that the engineers who established these calibrations did so in avery scientific manner <strong>and</strong> most of these calibrations are optimal already.When running a balance shaft delete kit, we have found it has been helpful to maintain an Idle Speed which is 100-400 RPM higher than the factory calibration. At idle, the vehicle is in closed-loop operation trying to maintain 1 Lambda or anAFR Petrol of 14.68:1 <strong>and</strong> the ECU might modify the injector pulse width (IPW) to a point where the ECU will not allow a fuelinjector to fully open <strong>and</strong> close due to the short pulse width is running in order to hit this fuel target. Larger fuel injectors needa minimum injector pulse width in order to fully open <strong>and</strong> close; if the engine is idling too low then the pulse width is too shortto allow the injector to work properly <strong>and</strong> an occasional misfire can occur.You will need to employ a load-based chassis dyno in order to determine what VVT settings are optimal. The easiestway to determine what settings are optimal is to start with the OTS calibration settings or the final settings from your tunedcalibration, then you can create two calibrations. One will have +5 VVT, one with -5VVT from those original settings. You canthen run each of these calibrations a few time at WOT to see if any particular settings makes more power for a givenRPM/Calculated Load. If you see that a particular RPM has increased torque output, then you can modify the original calibrationthat you started with to have the VVT settings that showed an improvement in torque output for the given RPM/CalculatedLoad then re-test. Please take into account that modifying VVT will also mechanically modify when the fuel is injectedCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 26


which can create other efficiencies/deficiencies. Even though VE may increase with a different VVT setting, it may not increaseto a point where the different spraying pattern for the fuel increases power beyond what the original VVT settingsdemonstrate.In order to assist you with with the calibration of your ECU using the AccessTUNER software, we have uploaded allof our base calibrations for you to start with. These calibrations can be found below for the various vehicles from this link =Available HereWe also have a General AccessTUNER thread on our forums where you can ask us <strong>and</strong> other AccessTUNER usersquestions about how to use the software, what hardware has performed best, <strong>and</strong> other tuning tips. Here is a link to thatthread = http://www.cobbforums.com/forums/forumdisplay.php?f=27We hope this AccessTUNER <strong>Tuning</strong> Guide has been helpful. Please e-mail any criticism or comments to mazda.experts@cobbtuning.comso we can here back from you about how the material is presented, if the material is helpful, etc. Wewant to make constant improvement to our services <strong>and</strong> products <strong>and</strong> we need your feedback in order to achieve this.What all of the above 8 th step means to you:- Modifying VVT is a mechanical change because it also changes when the fuel injector sprays fuel into thecombustion chamber.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 27


Addendum 1 - How <strong>Mazda</strong>’s 2.3L DISI Turbo Factory Boost Control System Works v1.00This document is intended to assist you with the underst<strong>and</strong>ing of how turbo boost pressure is controlled on a turbo-chargedMAZDASPEED 3, MAZDASPEED 6, MPS3, MPS6 or CX-7. This document is intended to show you details about how thestock boost control system has been set-up. This document is broken down into four chapters; Hardware, Plumbing, HardwareFunction, & Mechanical Calibration. Please read the following thoroughly before you attempt to modify your MAZ-DASPEED with the AccessPORT h<strong>and</strong>-held ECU programmer. In the AccessTUNER Professional or AccessTUNER RACERsoftware, table descriptions <strong>and</strong> tuning tips for most of the tables are provided <strong>and</strong> can be accessed by pressing the “F1” keywhile that table is highlighted in the <strong>Table</strong> List.We would like to go into further detail about the safeguards <strong>and</strong> advanced tuning features that are available throughthe AccessTUNER software. The boost control system uses a closed-loop targeting system which does everything it can tomake the boost control system consistent. By employing this closed-loop boost control system the electronic control unit(ECU) can use its speed to bring down boost in over boost situations <strong>and</strong> raise the wastegate duty cycles (WGDC) for underboost situations. The stock boost control system is much faster than any human analysis <strong>and</strong> input; we highly suggest youuse it to your advantage. Once the stock boost control system is fully understood you will find it easy to tune on internally orexternally wastegated turbos. These vehicles are a bit unique in that they do not target boost for WOT conditions, they simplytarget torque.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 28


Chapter 1 – HardwareTurbo - An exhaust driven air compressor which consists of four basic sections or components. The compressor section consistsof the compressor housing <strong>and</strong> the compressor wheel. This section acts as the inlet or intake for the turbo, compressingthe intake charge <strong>and</strong> generating relative pressure (boost). Generally speaking the inlet is always in a vacuum, sucking air in<strong>and</strong> the outlet is pressurized with the intake charge. Next is the center section which contains the bearings, shaft, <strong>and</strong> the oil<strong>and</strong> anti-freeze passage ways; the compressor <strong>and</strong> turbine wheels are also attached to the shaft in this section. The thirdsection is the turbine section which consists of the turbine wheel <strong>and</strong> turbine housing. This section also contains a machinedby-pass for the wastegate valve to seat against. The last component of a turbo charger is the wastegate valve <strong>and</strong> wastegateactuator which control the wastegate valve’s movement. We highly recommend that you use a turbocharger which has bothan oil <strong>and</strong> water cooled center section; turbocharger longevity is compromised when only oil is used to cool the turbochargercenter housing.Wastegate Actuator - A spring/diaphragm based mechanism which controls the movement of the wastegate valve. A turbowastegate is normally closed, forced shut by a compressed spring inside the actuator canister. As air pressure is applied tothe top of the canister, the wastegate shaft moves away from the actuator, swinging open the wastegate valve.Wastegate Solenoid Valve - An electromagnetic solenoid which controls the air flow from the wastegate actuator to the turboinlet. This device is normally closed when no voltage is applied. When 12V direct current (DC) voltage is applied, from thedrivers in the electronic control module (ECM), to the wastegate solenoid valve, it fully opens allowing air to pass through thedevice. This device is actuated on a percentage basis, 0% wastegate duty cycle (WGDC) equals fully closed <strong>and</strong> allows allturbo boost pressure to push open the wastegate valve, <strong>and</strong> 100% WGDC equals fully open <strong>and</strong> allows all turbo boost pressureto bleed away from the wastegate actuator.Vacuum Lines - Rubberized or silicone tubes attached to various components in the engine assembly. For this article we willbe concerned with the six attachment points <strong>and</strong> the three sections of vacuum line plumbing <strong>and</strong> adapters which we willcover in Chapter 2.Primary Restrictor Pill - A small pill made of brass which contains a precision machined lengthwise hole in the center. Thestock restrictor pill is pressed inside the compressor outlet nipple, see below picture. This pill restricts the amount of air comingfrom the compressor outlet nipple.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 29


ECU - Also known as an ECM, PCM, EEC, EMS. The Engine Control Unit contains the processors, drivers, <strong>and</strong> logic whichis calibrated to control the boost load via wastegate solenoid duty cycle.Chapter 2 – PlumbingWe will break down the plumbing of the factory boost control system into 3 sections of vacuum line, <strong>and</strong> 6 attachment points.Please look at the following picture where we have the three basic lengths of vacuum line <strong>and</strong> the 6 attachment pointslabeled. Three of these lines are pressurized while the vehicle is under load <strong>and</strong> the one vacuum line which goes to the turboinlet tube is under a vacuum which is created by the turbo sucking air into the compressor housing.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 30


Line 1 which can only be seen from under the chassis plumbs the nipple on compressor outlet to the larger, bottom nipple onthe wastegate actuator. This line contains the brass restrictor pill, which is actually pressed inside the compressor housingnipple. This is a view from the bottom of the turbocharger.Line 2 plumbs the smaller, top nipple on the wastegate actuator to the wastegate solenoid valve. This is a view from the topof the turbocharger.Line 3 plumbs the other nipple of the wastegate solenoid valve to the turbo-inlet pipe. This view is from the top of the turbocharger.Chapter 3 – Hardware FunctionTurbo - The function of a turbo is to compress the intake charge, creating a greater volumetric efficiency for the internal combustionengine.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 31


Wastegate Actuator & Wastegate Valve - A wastegate actuator's function is to control the wastegate valve. The wastegatevalve manages the exhaust energy being directed into or by-passing the turbine housing. If the wastegate valve is fullyclosed, more exhaust energy is directed into the turbine housing causing the shaft speed of the turbo charger to increase <strong>and</strong>the relative pressure (boost) to increase, all within the efficiency range of the turbo <strong>and</strong> the restrictions of the intake <strong>and</strong> exhaustsystems. If the wastegate valve is opened the exhaust energy by-passes the turbine wheel <strong>and</strong> goes into the downpipeso that the turbo shaft speed decreases or remains constant. Opening the wastegate valve will generally lower relative pressure(boost) produced by the turbo.NOTE: The MORE boost you run, the LESS wastegate you need/use. So unless you want to run less pressure than stock<strong>and</strong>/or have un-tunable boost problems, we suggest that you do not port your wastegate by h<strong>and</strong>. We suggest you leave yourwastegate, the area around it, the turbine housing, etc. alone <strong>and</strong> tune your boost curve through the proper means.Wastegate Solenoid Valve - The function of this device is to control the amount of air pressure being bled away from thewastegate actuator. A 0% Wastegate Duty Cycle (WGDC) setting will allow the solenoid to stay fully closed; which will forcethe turbo boost pressure to push open the wastegate valve <strong>and</strong> the engine will run mechanical boost pressure, which can beanything from 7-10psiG. A 100% WGDC setting will bleed off the air from the WG actuator through the solenoid valve attemptingto keep the WG valve shut; which will force the turbo to run maximum boost pressure. This valve is considered to benormally closed when no power is applied to the valve.Primary Restrictor Pill - This component limits the amount of pressurized air flowing from the compressor housing nipple. Theprimary restrictor pill restricts the air flow so the wastegate solenoid valve <strong>and</strong> wastegate actuator are not over driven, whichwould force the wastegate valve to open prematurely. The stock 2.3L DISI restrictor pill orifice measures at approximately0.0415” +/- 0.003”Vacuum Lines - Vacuum lines plumb pressurized air to the proper components so the <strong>Mazda</strong> boost control system worksproperly.ECU - This is the master device which controls the wastegate solenoid valve, the slave device, so that the targeted boostload is obtained.The factory boost control system bleeds air pressure through the wastegate actuator to the intake or turbo inlet pipe. With thisdevice set at 0% wastegate duty cycle through the ECM calibration, all of the air pressure generated at the compressor housingwill be applied to the wastegate actuator forcing the wastegate valve to fully open. When the wastegate actuator is fullyopen, the vehicle will run mechanical boost pressure which can be anything from 7-10psiG on original equipment manufacturer(OEM) turbochargers. When this device is programmed to 100% wastegate duty cycle through the ECM calibration, allof the air pressure generated at the compressor housing will be allowed to pass through the wastegate actuator allowing thewastegate valve to close. The flow is limited by the size of the hole in the restrictor pill located in the compressor housingnipple. The wastegate valve will only close as much as it can (taking into consideration that the exhaust gas pressurebetween the exhaust port <strong>and</strong> the turbocharger is generally greater than the manifold pressure the turbo is generating) withthe exhaust gas pressure pushing on the wastegate valve.NOTE: If you run a turbocharger beyond its compressor efficiency range, it will turn into a flame thrower.Chapter 4 – Mechanical CalibrationMechanical <strong>Tuning</strong> <strong>and</strong> Boost Control System Calibration Using the AccessTUNER PROfessional or RACE Software.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 32


Mechanical <strong>Tuning</strong>You can mechanically tune the boost control system by changing the size of the center hole in the restrictor pill; since this restrictorpill is actually pressed inside the compressor housing nipple, we highly suggest you leave the stock restrictor pill intact). The middle of this restrictor pill has a lengthwise hole precisely machined to a certain specification so that it works withthe factory wastegate actuator <strong>and</strong> the wastegate duty cycle settings in the stock ECU. The size of this center hole can bechanged in order to mechanically assist boost control.A smaller diameter hole in the center of the brass restrictor pill will have a higher tendency to create boost spike in the system<strong>and</strong> require less wastegate duty cycle to run higher boost. The larger the diameter hole in the center of the restrictor pill,the less chance the boost control system will boost spike <strong>and</strong> the greater wastegate duty cycle you will need to run in order toproduce higher boost. If you have a stock turbo <strong>and</strong> are running an AccessPORT map, you have no reason to modify your restrictorpill. If you have installed a new turbocharger <strong>and</strong> you are using the stock boost control system to tune boost, pleaseverify that the vacuum line coming off the compressor housing contains a restrictor pill with a hole machined in the center ofthe pill.The stock boost control system most commonly uses a restrictor pill with a center hole size of 0.0415” +/- 0.003”For larger-than-stock turbochargers or turbochargers with a stronger mechanical spring in the wastegate actuator you willneed to use a restrictor with a larger center hole, something along the size of 0.042”-0.060” +/- 0.001”For similar-to-stock-sized turbochargers with a weaker mechanical spring in the wastegate actuator you will need to use a restrictorwith a smaller center hole, something along 0.028”-0.040” +/- 0.001”. Be very careful when using a restrictor with acenter hole of this size, there is a higher tendency for the system to boost spike <strong>and</strong> you will need less wastegate duty cycleto run higher boost.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 33


NOTE: The hole in the restrictor pill can always be machined to a larger diameter. Be sure to make very small increases inthe diameter of the hole. If the center hole is machined too large you will not be able to hit your boost targets…even with100% wastegate duty cycle.The location of the threads can be located at either end of the wastegate actuator rod, see the below picture where it demonstratesthe threaded section is closest to the WG actuator diaphragm.You can mechanically tune the boost control system by pre-loading the wastegate actuator arm; adjustment of the wastegateactuator rod (if the rod length is not fixed <strong>and</strong> adjustments can be made) will allow proper calibration <strong>and</strong> some additionalmechanical tuning. All Mitsubishi Heavy Industries (MHI) turbochargers have an adjustable wastegate actuator rod, all IHI turbochargersdo not. If the rod coming out of the wastegate actuator is shortened it will pre-load the spring inside the wastegateactuator increasing the pressure level at which the actuator will allow the wastegate valve to open <strong>and</strong> the total boost pressurethat turbo can generate will increase (as long as the turbo is still within its efficiency range <strong>and</strong> has no restrictions, intakeor exhaust wise). This pre-load will also limit how far the wastegate valve can open. Pre-loading (shortening) the wastegateactuator rod too much CAN POTENTIALLY CREATE A MECHANICAL BOOST CREEP ISSUE THAT CANNOT BE TUNEDOUT! If the wastegate actuator rod is lengthened the actuator will decrease the load on the spring <strong>and</strong> decrease the pressurelevel at which the actuator will open <strong>and</strong> total boost pressure the turbo can generate will decrease. If the wastegate actuatorrod does not put enough pre-load on the wastegate valve then you could see boost fluctuations of + or – 3psi even when thewastegate solenoid duty cycles are constant. If you have a stock turbocharger then you should not have to adjust the wastegaterod length. From what we have seen, the factory MS3 wastegate actuator is pre-tensioned to 7-9psi. When we have runthe vehicle on 0% WGDC the turbo produces around 7-10psiG.NOTE: The larger diameter (or greater surface area) wastegate valve a turbo has the more difficult it is to stabilize boostpressure as the valve initially opens. This is also true for greater exhaust gas back pressures created by a smaller A/R on theturbine housing.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 34


Electronic <strong>Tuning</strong> Through ECU CalibrationThe stock boost control system can be used to control boost on properly designed internal <strong>and</strong> external wastegated systems.If you have a turbocharger with a properly designed internal wastegate valve/actuator that has been properly calibrated usingthe correct size restrictor pill <strong>and</strong> wastegate pre-load you will be able to use the factory boost control solenoid.NOTE: If you are tuning with an external wastegate, we have found that some 3-port electronic boost control solenoid(EBCS) works perfectly with the OTS compensatory wastegate calibrations (WG Duty Boost Error Comp. (Fine) (BoostBased), intake air temperature, etc.). This solenoid is a replacement for the stock EBCS <strong>and</strong> plugs in to the factory wiring harness.<strong>Tuning</strong> external wastegates with the factory boost control system (ECU) has worked very well as long as you use ahigh quality 3-port EBCS. Please refer to the below picture so you know how the plumbing of the a 3-port EBCS should beset-up. With the 3-port EBCS you WILL NOT NEED TO USE ANY RESTRICTOR PILL!The above diagram is only for internally wastegated turbosCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 35


You must be made aware that tuning the boost control system is the most difficult tuning you will perform on your <strong>Mazda</strong>speed.TUNING THE BOOST CONTROL SYSTEM IS ALSO GOING TO TAKE THE LONGEST TIME TO COMPLETE. Although,once you are finished tuning your boost control system you will be very appreciative of the complexity <strong>and</strong> capabilityof the OEM boost control system. The OEM boost control system is much faster than any human input so we highly suggestyou start with lower wastegate duty cycles than you may need <strong>and</strong> work your way up from there. The boost curve <strong>and</strong> thestability of the boost curve must be established in order to allow you to properly tune all other tables from this point on. TheMAF signal has a major influence on the ignition advance <strong>and</strong> fuel curve as this signal is the major component used by theECU to calculate engine load (<strong>and</strong> in turn the fueling <strong>and</strong> ignition calculations).The OEM <strong>Mazda</strong> boost control system employs a closed-loop, targeting system for tuning boost (or load if that optionis chosen). You must first establish your boost targets in the Boost Targets table. The values in the Boost Targets table are inrelative pressure, Bar or Psi. Running these boost targets is going to be the primary goal for the ECU. The ECU will start ofwith using the wastegate duty cycles established in the WG Duty Cycles table. The ECU will then use the WG Duty Boost ErrorComp. (Fine) (Boost Based) tables to adjust the wastegate solenoid duty cycle in order to achieve the dictated boost target.Other compensatory boost <strong>and</strong> wastegate tables are also used by the ECU to fine tune boost for environmental changes,temperature, barometric pressure, etc. Although, these tables should not need to be modified when using the stock boostcontrol solenoid. If the wastegate duty cycle values are too low, you will not achieve your target boost pressure. If the wastegateduty cycle values are too high, you will overshoot your boost targets <strong>and</strong> potentially damage the engine. Driving wastegateduty cycles of more than 95% can compromise the longevity of the wastegate solenoid.If you are increasing or holding wastegate duty cycles steady <strong>and</strong> boost is dropping then you have most likelyreached the threshold of the mechanical efficiency of the turbo or your exhaust gas back pressure prior to the turbo is toohigh <strong>and</strong> is forcing the wastegate valve to open.If you are having a small boost spike you may need to decrease the WG Duty Cycles percentage or the Throttle –Req. Load – X Gear (Norm BAT) targets a few hundred RPM prior to the over boosting event to allow the exhaust energy tobe released past the turbine wheel.NOTE: With porting a wastegate, you are trying to make the wastegate valve function potentially work better which meansthat your turbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it wasengineered to. If you make your wastegate react quicker then boost will be very difficult to stabilize <strong>and</strong> reach peak #s at anearlier RPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make <strong>and</strong> maintain boostwill have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flowalong the path of least resistance. Not bashing, just trying to give you a different perspective.The remainder of this document is intended to demonstrate how to measure the wastegate pre-tension using a vacuumpump. Your WG actuator arm may need to be adjusted (shortened for more pre-tension <strong>and</strong> lengthened for less pretension)in order to achieve proper wastegate actuator movement. These measurements are all static measurements whichdo not take into account the effects that exhaust gas back pressure prior to the turbo (temperature, exhaust restrictions, etc.)will have on the movement of the wastegate valve.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 36


The wastegate actuator is the bronze item with the “W” stamped on it in the above picture. The pictures in this section are ofa Subaru turbo, but the MS WG actuator will function the same as long as the second WG port is capped off.While the turbo installed on the vehicle, we suggest you expose the wastegate actuator rod so you can easily see wastegaterod movement. Now you will need to remove the stock vacuum line which attached to the WG actuator. Replace this linewith the vacuum line from your vacuum/pressure pump.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 37


A st<strong>and</strong>ard Mityvac vacuum/pressure pump can be used.Plumb the vacuum line so it goes directly from the pump nozzle to the wastegate actuator nipple.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 38


Be sure to set the pump so it is in pressure mode.Now you can slowly pressurize the wastegate diaphragm; at some pressure level you will see the wastegate rod move. Belowis a graph of the WG rod movement for a 2006 Subaru WRX MT.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 39


0.48270.47810.47960.47840.47770.47680.47520.47420.47220.47030.4686OEM 2006 WRX MT Wastegate Actuator Movement0.60000.50000.43400.40000.2840Inches0.30000.20000.14600.10000.03680.00000.00180.00140.00100.00000 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20Relative Pressure Applied to 2006 WRX MT Turbo Wastegate Actuator Diaphragm, PsiAs you can see the WG rod begins to aggressively move at ~7psi. The pre-tension measurement for the WG actuator wouldbe ~7psi, which means if you connected this actuator directly to a high-pressure source on the turbo compressor housing,your vehicle would produce around ~7psi of turbo boost (manifold) pressure.To summarize, you have several mechanical options for fine tuning your boost control system.Option 1 = Restrictor Pill Sizing, you can change the size of the restrictor pill employed in your system.- A smaller restrictor pill will allow the system to generate greater boost pressures with the same or less WGDC, thetrade-off is that the smaller restrictor pills can potentially induce boost spikes. These spikes can sometimes betuned out by greatly lowering WGDC a few hundred RPM before the boost spike occurs.- A larger restrictor pill will force the system to use more WGDC to achieve boost, which makes the conditions saferwhen you lose a section of vacuum line <strong>and</strong> the turbo goes into an overrun condition.Option 2 = Wastegate Actuator Pre-Tensioning, you can change the amount of pre-tension on your WG actuator.- Creating greater pre-tension will allow the system to generate greater boost pressures with the same or lessWGDC, the trade-off is that the greater pre-tension can potentially create a phenomenon known as “boost creep” bynot allowing enough exhaust gas energy to by-pass the turbine housing. On rare occasions, this boost creep condition maybe tuned out by greatly lowering WGDC or setting the WGDC to zero at higher RPM.- A larger restrictor pill will allow the system to use more WGDC to achieve boost, which makes the conditionssafer when you lose a vacuum line <strong>and</strong> the turbo goes into an overrun condition.Below are the various plumbing diagrams for the different types of electronic boost control systems. We will start withthe more common, internally wastegated system in which the wastegate assembly is a design element of the turbocharger it-Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 40


self. <strong>Mazda</strong>speed employees a bleed-type boost control system (as opposed to an interrupt type) for controlling the internalwastegated systems. The logic present in the <strong>Mazda</strong>speed ECU is capable of tuning either internally or externally wastegatedsystems as long as they are properly set up. Please refer to the below diagrams to make sure your boost control systemis mechanically set up in the proper manner.Sample EBCS Port DiagramThe operating voltage for most EBC solenoids is usually 12 Volts, <strong>and</strong> the polarity is unimportant since the solenoid will require+12V power <strong>and</strong> the other wire is grounded by the ECU. When the solenoid is energized, ports 1 & 2 are connected allowingair to flow between them; when de-energized, ports 2 & 3 are connected allowing air to flow between them. Pleasetake this port diagram into account when reading the below plumbing instructions.NOTE: As a rule of thumb, you can generally only create turbo boost pressure which is twice your mechanical wastegatespring pressure through electronic wastegate manipulation. In other words, if you have a 7psi wastegate spring (in your externalwastegate) or you have internal wastegate that is pre-tensioned to 7psi then you should only be able to create around~14psi of peak boost pressure by locking down your EBCS @ 100% WGDC. Of course, your actual results may vary basedon how well you have located your external wastegate, or how well the internal wastegate is ported, what size of restrictor pillyou are using, what your turbine A/R is, etc.Basic Internal Wastegate Set-upFor basic mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) tothe wastegate actuator nipple. This set-up uses no electronic boost control solenoid <strong>and</strong> will force the turbo to run on minimum,mechanical wastegate spring pressure.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 41


2-Port EBCS Internal Wastegate Set-up, Bleed-type (used on the stock MAZDASPEED)For the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) to avacuum T. The opposite side of the vacuum T will be plumbed to the wastegate actuator nipple. A 3 rd vacuum line plumbs themiddle of the T-fitting to port (1) of a 2-port wastegate solenoid valve. A 4 th vacuum line will need to be plumbed from port (2)of the 2-port wastegate solenoid valve to the intake system, prior to the compressor inlet <strong>and</strong> after the air filter. This set-upuses a 2-port electronic boost control solenoid valve to bleed of air from the wastegate actuator. This set-up commonly usesa restrictor pill which is located in the vacuum line just off the compressor housing before the T-fitting.3-Port EBCS Internal Wastegate Set-up, Interrupt-typeFor the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) tothe pressure inlet port. If you blow through this port you should notice that air is coming out of one of the other two ports . Attacha 2 nd vacuum line from the port which air comes out to the intake system, prior to the compressor inlet <strong>and</strong> after the airfilter. A 3 rd vacuum line should be connected from the 3 rd port of the solenoid to the wastegate actuator. This set-up uses a 3-port electronic boost control solenoid valve to interrupt the air stream to the wastegate actuator. This set-up usually does notemploy a restrictor pill which is located in the vacuum line just between the compressor housing <strong>and</strong> the solenoid valve, althougha restrictor pill can be used here to help increase minimum WG pressure. WARNING! This set-up will increase theminimum boost pressure which is expected to run. We suggest you set all WGDC settings to zero so you can test your newminimum boost pressure achieved by this method of connection.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 42


!!!IMPROPER Internal Wastegate Set-up!!!Having no pressure source vacuum lines attached to the wastegate actuator will force the wastegate valve to stay shut untilthe exhaust gas back pressure forces the wastegate valve open, which usually occurs at dangerously high boost levels.Basic External Wastegate Set-upFor basic mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) tothe bottom port of the external wastegate. A second vacuum line should be plumbed from the top port of the external wastegateto the intake system, prior to the compressor inlet <strong>and</strong> after the air filter. This set-up uses no boost electronic boost control<strong>and</strong> will force the turbo to run on minimum, mechanical wastegate spring pressure.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 43


2-Port EBCS External Wastegate Set-upFor the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) to avacuum T. The opposite side of the vacuum T will be plumbed to port (1) of the 2-port wastegate solenoid valve. A 3 rd vacuumline plumbs the middle of the T-fitting to the bottom port of the external wastegate. A 4 th vacuum line will need to beplumbed from port (2) of the 2-port wastegate solenoid valve to the top port on the external wastegate. This set-up uses a 2-port electronic boost control solenoid valve to manipulate the air pressure going to the top port of the external wastegate.WARNING! This set-up will increase the minimum boost pressure which is expected to run. We suggest you set all WGDCsettings to zero so you can test your new minimum boost pressure achieved by this method of connection.3-Port EBCS External Wastegate Set-up Option 1For the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) to avacuum T. The opposite side of the vacuum T will be plumbed to port (1) of the 3-port wastegate solenoid valve. A 3 rd vacuumline plumbs the middle of the T-fitting to the bottom port of the external wastegate. A 4 th vacuum line will need to beplumbed from port (3) of the wastegate solenoid valve to the intake system, prior to the compressor inlet <strong>and</strong> after the air filter.The final <strong>and</strong> 5 th vacuum line will need to be plumbed from port (2) of the 3-port wastegate solenoid valve to the top porton the external wastegate. This set-up uses a 3-port electronic boost control solenoid valve to manipulate the air pressure allowedto reach the top port of the external wastegate.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 44


3-Port EBCS External Wastegate Set-up Option 2For the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) toport 2 on the 3 port wastegate solenoid valve. A 2 nd vacuum will need to be plumbed from port (1) to the top port on the externalwastegate. A 3 rd vacuum line plumbs port 3 to bottom port of the external wastegate. This set-up uses a 3-port electronicboost control solenoid valve to manipulate the air pressure going to the top port of the external wastegate. WARNING!This set-up will significantly increase the minimum boost pressure which is expected to run. We suggest you set all WGDCsettings to zero so you can test your new minimum boost pressure achieved by this method of connection.!!!IMPROPER External Wastegate Set-up 1!!!Having no vacuum lines attached to the external wastegate will force the wastegate valve to stay shut until the exhaust gasback pressure forces the wastegate valve open, which usually occurs at dangerously high boost levels.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 45


!!!IMPROPER External Wastegate Set-up 2!!!Having only one pressure source vacuum lines attached to the top port of the external wastegate will force the wastegatevalve to stay shut until the exhaust gas back pressure forces the wastegate valve open, which usually occurs at dangerouslyhigh boost levels.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 46


Addendum 2 – <strong>Tuning</strong> Guide for Pressure-Based Boost <strong>Tuning</strong> (BT)When the Boost Based Dynamics (Boost Control) toggle is checked, the tuning process is different. We suggest youfollow the below steps in order to generate a calibration for your MAZDASPEED when the pressure-based Boost <strong>Tuning</strong> (BT)option is chosen. Starting with an OTS calibration is the single best step that you can take in order to simplify the calibrationprocess. With a quality OTS calibration that performs well on your vehicle, you can make simple modifications from there inan effort to increase the performance of your vehicle.1 st – Please update your AccessPORT firmware, review some helpful documents, <strong>and</strong> start with the appropriate basemap.Please follow the same 1 st step at page 10 of this document.2 nd – Set your Boost Targets <strong>and</strong> WG Duty Cycles table settings to zero. Datalog <strong>and</strong> establish or verify the properidle, part throttle, <strong>and</strong> WOT MAF calibration settings for the fuel system, intake system <strong>and</strong> other hardwarethat will be used for calibrating the engine.If you see that your LTFTs are within +/-8% across the idle <strong>and</strong> part-throttle MAF range <strong>and</strong> that your WOT fueling is within+/-2% of the WOT fuel targets, then this step may be skipped. The goal is to have LTFT values be as close to zero under allconditions so that the closed-loop <strong>and</strong> open-loop fueling targets are accurate.For the first portion in this step, you will want to set your Boost Targets <strong>and</strong> WG Duty Cycles table values to zero sothe car will run as little boost as is mechanically possible. This is done in order to put as little stress on the engine as possiblewhile you verify that your WOT MAF calibration is appropriate <strong>and</strong> complete any MAF revisions for WOT conditions. Someadditional adjustments may need to be made to the MAF calibration once you have the vehicle running the maximum desiredboost pressure that is safe for your local fuel qualities, but the adjustments should be minimal.Please follow the same 2 nd step at page 11 of this document.What all of the above 2 nd step means to you:- It takes significantly less time <strong>and</strong> is much easier to calibrate the MAF sensor based on historical data. We highlysuggest you allow the vehicle to run on a calibration for at least 10 miles of street driving <strong>and</strong> a few key cycles so theECU is allowed to learn <strong>and</strong> show you what has been saved for LTFT values.- Fuel trims are different based on whether or not the vehicle has an upgraded Camshaft Driven Fuel Pump(CDFP).- The MS3, MPS3, MPS6 <strong>and</strong> MS6 have the same MAF housing, but different MAF Sensor calibrations.3 rd – Establish proper boost targets, boost limits table values, <strong>and</strong> absolute load limit table values.Several tables exist within the ECU that control when the engine cuts fuel <strong>and</strong> closes the throttle plate if the engineexceeds a determined safety limit. We have found it helpful to establish proper boost targets in the Boost Targets tables in orderestablish these various safety limit values. Reasonable maximum boost targets for 91 octane are 18-19psi, <strong>and</strong> 19-20psifor 93 octane fuel. With Boost Based Dynamics (Boost Control) chosen, the ECU will use the Boost Targets table for all conditions.However, we have set up a worksheet that calculates proper Boost Limits - Fuel Cut <strong>and</strong> Boost Limits - Throttle Closetable values based on the values on the Boost Targets table. The Boost Limits table will cut fuel to the engine if the boost valuesin this table are exceeded, so it makes sense to set these values above your Boost Targets values. The Boost Limits -Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 47


Throttle Close table will close the throttle after the boost values in this table are exceeded. Setting these values slightly underthe Boost Limits - Fuel Cut table values is an appropriate strategy to help use the throttle control system in order to preventan over boost situation. By basing the Boost Limits - Fuel Cut <strong>and</strong> Boost Limits - Throttle Close table values off the BoostTargets table values, one can establish proper protective values to help protect the engine from exceeding various boost limits.The Abs Load Limits – Fuel Cut table is another table that will cut fueling to the engine if the engine exceeds the loadvalues in this table. We can speculate that this table was used to establish the fueling limitations of the stock CDFP. If theECU calculates that engine load is exceeding these values, then fueling is temporarily cut to the engine until the calculatedengine load falls below these values.What all of the above 3 rd step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling dem<strong>and</strong>. If you see yourHPFP Actual Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. Thestock CDFP usually hold HPFP Actual Pressure at ~1500-1600psi, most high-flow CDFP usually hold HPFP Actual Pressureat 1600- 1800psi. We highly suggest you verify fueling supply is capable of fueling dem<strong>and</strong> <strong>and</strong> that you set variouslimit tables appropriately. All Stage2 engine configurations must have an upgraded CDFP installed in order to keep upwith fueling dem<strong>and</strong>s.4 th – Establish proper safe fuel curves.Please make sure that the Weighted Interpolation box has been checked. This setting is found in the Display tab ofthe Configure Options menu, which can be accessed in the software by pressing CTRL+F key.The fuel targets at idle <strong>and</strong> at light throttle will <strong>and</strong> should always be 1 Lambda (or 14.68 AFR with petrol), for this is aClosed Loop (CL) fueling target. When you increase your engine load from idle or part throttle you should always see asmooth transition from 1 Lambda (14.68 AFR) to your Open Loop (OL) fuel targets. These dictated fuel targets are in the FuelOL/WOT Comm<strong>and</strong>ed EQ (No Knock) table. If steps 1, 2, <strong>and</strong> 3 have been properly performed then you should not need toCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 48


modify much of your part throttle fuel targets because the transition will always go from ~1 Lambda down to the desiredLambda or AFR for WOT. This transition will only happen after any closed-loop delays have taken place.Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) calibration. We suggest you start off with excess fuel <strong>and</strong> run the enginericher than you want for your final tune, something around 0.68 Lambda (lower 10.X:1 AFR Petrol). Leaning the engineout from a richer fuel curve is a much safer approach to tuning your fuel curve. Once all of the above tables have been calibrated,you will want to datalog your AFR Actual <strong>and</strong> compare it to your dictated Lambda (AFR) in your Fuel OL/WOT Comm<strong>and</strong>edEQ (No Knock) table; you can make your adjustments to your MAF Calibration from there. We highly advise that youstart your WOT pulls by focusing on the mid RPM ranges then working your way up to just before redline. EX: Start your pullson the dyno from 3200 RPM <strong>and</strong> go to 4200 RPM. Check the values dictated in your Fuel OL/WOT Comm<strong>and</strong>ed EQ (NoKnock) table against the Actual AFR as measured in the exhaust stream.This comparison only relates if you have an intake system that is other than stock; if your dictated A/F is 11.0 <strong>and</strong>you measure 12.0 in the exhaust stream, then you will want to add (+) grams/sec for the MAF voltage that corresponds forthat RPM <strong>and</strong> load point. The specific adjustment for the above situation should be multiplying the corresponding MAF flowgrams/sec by 1.0909 = 12/11. You should be measuring very close to the same Lambda (A/F Ratio) in your exhaust streamthat you have dictated in your Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) table. Your trim values will always adjust back <strong>and</strong>forth (+/-); let them, that is what they are supposed to do. You should not have to modify the MAF Calibration table if youhave a stock vehicle. We highly suggest you do not spend excessive time tuning your MAF Calibration table just so the A/Foutput matches exactly what is dictated in the Primary Fuel table. You will chase your tail getting it spot on…then you will fillup at a different gas station that will have a different quality fuel <strong>and</strong> the targets may be slightly off.For the next pulls you can go from 2000 RPM to 5000 RPM, then 2000 RPM to 6000 RPM, until you can safely makepulls from 2000 RPM to just before redline. Again verify that what you measure with the Actual AFR matches what you havein the Fuel <strong>Table</strong> WOT.NOTE: IF ANY REPORTS OF KNOCK RETARD (KR) ARE PRESENT DURING THE PULL, THE ECU WILL INJECT ADDI-TIONAL FUEL TO HELP PREVENT REPORTS OF KR. The higher the reports of KR, the more fuel (in addition to the fueldictated in the Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) table) the ECU will inject. In order to verify the MAF Calibration isset up properly, you will need to make sure that KR is not reported for the entire pull. This may require that you run a lowerthan desired boost levels in order to datalog a clean dyno run that has no reports of KR.If you notice that the ECU's closed-loop delays are longer than desired, then you can modify the various Closed Looptables. Please use caution when doing so for this will change when <strong>and</strong> how the car transitions from closed-loop to open-loopoperations which can greatly affect driving quality.What all of the above 4 th step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling dem<strong>and</strong>. If you see yourHPFP Actual Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. Thestock CDFP usually hold HPFP Actual Pressure at ~1500-1600psi, most high-flow CDFP usually hold HPFP Actual Pressureat 1600- 1800psi. We highly suggest you verify fueling supply is capable of fueling dem<strong>and</strong> <strong>and</strong> that you set variouslimit tables appropriately. All Stage2 engine configurations must have an upgraded CDFP installed in order to keep upwith fueling dem<strong>and</strong>s.- Fueling strategies change with reports of Knock Retard. For each 1 count of KR, you will see the ECU adds aproportion of fuel.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 49


5 th – Modify the Boost Targets, WG Duty Boost Error Comp. (Fine) (Boost Based), WG Duty Load Error Comp.(Course), WG Duty Cycles, <strong>and</strong> Throttle – Req. Load – X Gear (Norm BAT) tables in order to achieve the boostcontrol characteristics that you would like.You will need to datalog the following variables: Actual AFR, Boost, Boost Air Temp., Calculated Load, HPFP Act.Press., Knock Retard, Throttle Position, RPM, Vehicle Speed, Wastegate Duty to help you identify which cells the ECU islooking-up for boost targeting. The objective is to keep the intercooler efficiency high enough <strong>and</strong> turbo boost low enough tokeep the BAT values consistent <strong>and</strong> within the heat exchanging abilities of the hardware installed on the vehicle.The turbo boost calibration process is fairly straight forward. When the Use Boost Based Dynamics (Boost Control)box is checked, the ECU will function using several Boost <strong>Table</strong>s <strong>and</strong> the MAP sensor readings in order to control boost. Thiswill implement what you are calling "PSI tuning" vs. the “Load <strong>Tuning</strong>” the factory implements. In other words, the ECU willtake the result of the Boost Targets table <strong>and</strong> compare it against the actual turbo boost measured by the MAP sensor. If actualboost is greater than target boost, the ECU will reduce the WGDC (attempt to lower actual boost). The opposite is true ifactual boost is less than the target boost; the ECU will then use the authority given to it within the WG Duty Boost ErrorComp. (Fine) (Boost Based) table to increase WGDC.We've found that setting the WGDC table setting to 10-15% below actual driven WGDC is a good strategy that will allowthe ECU's WG Duty Boost Error Comp. (Fine) (Boost Based) tables to increase WGDC to the values that are necessaryto achieve the Boost Targets. The stock boost control system adjusts WGDC at a very rapid rate <strong>and</strong> is capable of properlycontrolling turbo boost as long as the WG Duty Cycle or the Throttle – Req. Load – X Gear (Norm BAT) tables settings arenot set too high.The ECU will use the reported “Throttle Position” in the datalogs for looking up the Boost Target values. Since theECU reports ~74 for WOT, the ECU appears to not be using the 4 final rows from 75-100. This loss in resolution should nothinder your ability to properly calibrate Boost Targets. Without including the last four rows, this ECU still has 15 x-axis RPMbreak points <strong>and</strong> 13 y-axis TPS break points for the psi-based Boost Targets table. This is more than sufficient consideringthat the GTR has a Boost Targets table that is 8x8 in resolution.Depending on how your boost control system is mechanically set up, you may need to modify other tables within the Boost<strong>Table</strong>s folder in order to allow for appropriate boost control. We will go over this in greater detail below.The following screen shots <strong>and</strong> logic descriptions explain how the closed-loop boost control system functions using this customcoding.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 50


Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 51


1 st - The ECM logic will “look-up” what the Boost Targetshave been calibrated to based on RPM <strong>and</strong> Throttle Positionlook-up values; achieving these Boost Targets is the ECM'sprimary goal for closed-loop boost control system.The ECU logic will then cycle over again in this “closed-loop” operation.4 th - The ECM logic will then “look-up” compensatoryBoost/Load Error Comp. values that will modify the WGDC in<strong>and</strong> order to achieve the Boost Targets for the correspondingRPM <strong>and</strong> Throttle Position.2 nd - The ECM logic will then “look-up” what the WG DutyCycles have been calibrated to based on RPM Throttle Positionlook-up values; the ECU will then drive the boost controlsolenoid in order to achieve the desired Boost Targets.3 rd – At very fast rates, the ECM take readings from the MAP sensor <strong>and</strong> measures the Delta Δ (or difference between) thedesired Boost Targets <strong>and</strong> the actual measured Boost for the measured RPM <strong>and</strong> Throttle Position.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 52


The values in the WG Duty Boost Error Comp. (Fine) (Boost Based) <strong>and</strong> WG Duty Load Error Comp. (Course) tables give theECU the authority to modify the WGDC during over boost <strong>and</strong> under boost conditions. The values on the right h<strong>and</strong> side ofthis table give the ECU the authority to reduce WGDC during over boost conditions. The values on the left h<strong>and</strong> side of thistable give the ECU the authority to increase the WGDC during under boost conditions. If you are getting significant boost oscillations,then you may need to fine tune the values in this table or you may need to recalibrate the WG Duty Cycles table.Generally speaking, it is easier to start with less WGDC than you need in order see how the turbo responds.In order to achieve more consistent boost control, it is essential that the individual "Throttle - Req. Load (Norm BAT)" tablesfall within .05 of actual observed Calculated Load if the WG Duty Load Error Comp. (Course) table is not set to zero.. It isalso essential that the values in the "WG Duty Cycles" are not over-aggressive. These values are a base for the WG DutyBoost Error Comp. (Fine) (Boost Based) system to start from, <strong>and</strong> can cause boost oscillations if set too high.If you are increasing or holding wastegate duty cycles steady <strong>and</strong> boost is dropping then you have most likelyreached the threshold of the mechanical efficiency of the turbo or your exhaust gas back pressure prior to the turbo is toohigh <strong>and</strong> is forcing the wastegate valve to open.If you are having a small boost spike you may need to decrease the Target Load a few hundred RPM prior to theover boosting event to allow the exhaust energy to be released past the turbine wheel.We have spent extensive time searching through the ECU logic <strong>and</strong> have found that some ECUs will kick in withsome WGDC compensations based on a load error. This behavior is not consistent from vehicle-to-vehicle, but can be frustratingfor those vehicles that exhibit this behavior. Our suggestion for a temporary work-around was to fine tune the Throttle– Req. Load – X Gear (Norm BAT) tables in order to allow the boost control system to behave as desired.This latest batch of ECU discovery work (thanks greatly to David Liu, our MS ECU Guru, for researching this extensively)has allowed us to derive the following math as to how the factory ECU's boost targeting works.Boost Error = Actual Boost – Requested Boost Target;Boost Error Compensation = (2D Lookup table of Error vs. Compensation);Load Error = (Actual Load – Requested Load Target);Load Error Compensation = (2D Lookup table of Error vs. Compensation);If (WG Boost Error Limiter (Past calculation) < -10%)then (WG Boost Error Limter = 0);elseWG Boost Error Limiter = (Boost Error Compensation + Previous WG Boost Error Limiter);if (WG Boost Error Limiter > 10%)(WG Boost Error Limiter = 10);else if (WG Boost Error Limiter < -100%)(WG Boost Error Limiter = -100%);Load Error Limiter/Final = (Load Error Compensation + WG Boost Error Limiter)if (Load Error Limiter/Final > 20%)(Load Error Limiter/Final = 20%);else if (Load Error Limiter/Final < -100%)(Load Error Limiter/Final = -100%);Final WG Duty = (Wastegate IAT Compensation * WG Duty)Final WG Duty = (Final WG Duty + Battery Compensation)Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 53


Final WG Duty = (Final WG Duty + Load error Limiter/Final)As the above math may be difficult for some to underst<strong>and</strong>, we are able to modify a few tables withing the ECU togreatly simplify the boost tuning process. We can eliminate the ability of the ECU to modify WGDC based on a load error bysetting the newly exposed WG Duty Load Error Comp. (Course) table to zero.This will force the ECU to solely use feedback from the MAP sensor for all boost tuning strategies. Any errors in load targetingwill have no influence on boost control. The values in the WG Duty Cycles table are used as a base for WGDC calculationsthen the WGDC can be modified by the ECU according to any Boost Error that is measured.We have found that reducing the WG Duty Boost Error Comp. (Fine) (Boost Based) table settings are a great startingpoint for the closed-loop boost control feedback settings. See our OTS map settings for a good starting point.You can modify the settings from here if you would like to give the ECU more authority (values further from zero) to modifyWGDC or less authority (values closer to zero).By zeroing out the WG Duty Load Error Comp. (Course) table, you will also smooth out the part-throttle response as well bydisallowing the ECU to modify WGDC based on any load errors. Below is a sample of a 2010 MS3 WGDC table that we'vefound to work very well for a linear part-throttle response for boost control, you are welcome to use this as a starting point foryour WGDC table:Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 54


These calibration settings above for full bolt ons + FMIC <strong>and</strong> is designed to run 20psi, so you may want to start withlower WGDC values so that you can start moving up from there.NOTE: With porting a wastegate, you are trying to make the wastegate valve function work better which means that yourturbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it was engineeredto run. If you make your wastegate react quicker then boost will be very difficult to stabilize <strong>and</strong> reach peak #s at an earlierRPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make <strong>and</strong> maintain boost will haveless opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along thepath of least resistance. Not bashing, just trying to give you a different perspective.Generally speaking, the stock turbo can experience an uncontrollable overrun condition if a high-flow exhaust manifoldis installed in conjunction with a high flow intake <strong>and</strong> cat-less exhaust system. You can modify the boost control systemby changing the size of the orifice in the restrictor pill. Although, installing a properly designed stainless steel substrate highflowcatalytic converter will significantly assist with controlling turbo overrun conditions <strong>and</strong> will have a nominal effect onpower output.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 55


Boost <strong>Table</strong>sThe MAZDASPEED boost control system uses a closed loop system consisting of desired boost pressure or desiredtorque <strong>and</strong> a duty cycle to run the electronic boost control solenoid necessary to allow the turbocharger to generate the desiredboost pressure. In addition to these basic functions, there are a multitude of environment compensations, vehicle runningcondition compensations, <strong>and</strong> a PI (a variant of a proportional-integral-derivative) based controller system to correct anyerrors between desired boost pressure <strong>and</strong> actual boost pressure, or desired load <strong>and</strong> actual load. The end result is a veryrobust <strong>and</strong> manageable boost control system superior to most, if not all, after market systems available to the public. To allowfor tuning of this system, we've broken the necessary controls down into two separate sections: Boost Targets with Turbo Dynamics(PID Control), <strong>and</strong> Load Targets with WG Duty Load Dynamics (Fine) (Load Based) (PID Control). A comprehensivedescription of the MAZDASPEED boost control system can be found here.Boost Comp : 1st - 2nd Gear A-BBoost Comp : 3rd Gear A-BBoost Comp : 4th Gear A-BBoost Comp : 5th - 6th Gear A-B<strong>Table</strong> Description – These tables represent a multiplier that is applied to the boost control system on a per gear basis. Thetable is referenced by Engine RPM on the x-axis <strong>and</strong> by Engine RPM on the y-axis. <strong>Table</strong> values are percentage correctionsapplied to the boost control system. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order toachieve its target, which is effectively no change. A value of 0.90 will have the ECU run 90% of what it was going to run forthat gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going to run for that gear.<strong>Tuning</strong> <strong>Tips</strong> – These tables are one way to effectively tune boost per gear. These tables can be used to compensate for tractionlimitations of a front-wheel drive vehicle.Precautions <strong>and</strong> Warnings – The connecting rods are known to be the weaker point in the MZR engines <strong>and</strong> you can usethese tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM rangesallows the combustion forces to exert excessive force on the connecting rods for longer periods of time at lower RPM ranges.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 56


Boost Comp. - Baro.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the Boost Targets valuesbased on current barometric pressure (atmospheric air pressure). The table is referenced by Engine RPM on the x-axis(columns), <strong>and</strong> Barometric Pressure on the y-axis (rows). <strong>Table</strong> values are the percentage change made to the Boost Targetvalue. <strong>Table</strong> values are percentage corrections applied to the boost control system. A value of 1.00 will allow the ECU to run100% of what it was calculating in order to achieve its target, which is effectively no change. A value of 0.90 will have theECU run 90% of what it was going to run for that gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was goingto run for that gear. Barometric pressure decreases as altitude increases. This means as you climb up into the mountains, barometric(air) pressure decreases. This decrease in pressure means your turbocharger has to work harder to supply the samedesired Boost Target it did at sea level. Often times this can push the turbocharger beyond it's optimal efficiency <strong>and</strong> actuallyresult in less power than you might achieve running slightly lower boost levels. Sea Level barometric pressure is normallyaround 100 kilopascal (kPa), or 14.5psi if you have St<strong>and</strong>ard units selected.<strong>Tuning</strong> <strong>Tips</strong> – When using the stock turbocharger, this table normally does not need to be changed from the Off-The-Shelf(OTS) maps. The MAZDASPEED OE tuning is slightly conservative, so if you want to make it more aggressive at the potentialexpense of some reliability, you can decrease the reduction in boost targets based on barometric pressure. This is doneby changing the values in the table to be closer to zero. If you are using an after market/larger turbocharger, you may be ableto safely use less conservative values. You will need to contact your turbocharger manufacturer for advice.Boost Limits - Fuel Cut<strong>Table</strong> Description – This table is defined by Engine RPM on the x-axis <strong>and</strong> by barometric pressure on the y-axis, <strong>and</strong> is populatedwith relative boost pressure values. The maximum boost pressure allowed is a function of both barometric pressure <strong>and</strong>engine speed. If boost pressure exceeds these values for the given conditions, the engine will be abruptly interrupted throughfuel cut. This temporary engine power loss is designed to avoid catastrophic consequences of over-boosting.<strong>Tuning</strong> tips – The maximum boost allowed should be at least 2psi above your target boost. This allows some variation in thenormal operation of the closed loop boost control system without fear of frequent boost cut.Precautions <strong>and</strong> Warnings – The maximum boost pressure of the stock manifold pressure sensor (MAP) is somewhere above23psi <strong>and</strong> its accuracy is very poor above 22psi. As a result, any boost cut set to above this level may be totally ineffective.For example, a boost limit of 25psi will never be encountered on a vehicle equipped with the stock MAP sensor despite thefact that pressures may indeed be well above 25psi. This is because the maximum value reported to the ECU will never beabove the sensor max. In order to reliably run boost pressures above this level you should replace the stock MAP sensor withone of a higher pressure range. MAP sensor adapters are available from COBB <strong>Tuning</strong> that allow the use of after marketMAP sensors such as the AEM or GM 3.5 bar.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 57


Boost Limits - Throttle Close<strong>Table</strong> Description – This table represents a secondary boost limit that is applied to the boost control system on a RPM basis.The table is referenced by Engine RPM on the x-axis. <strong>Table</strong> values are relative boost pressure values. If the relative boostpressure exceeds these values for a given RPM, then the throttle control sub-system will shut the throttle until the boostlevels come below these values.<strong>Tuning</strong> <strong>Tips</strong> – These tables can be used as a primary boost limit or a secondary boost limit safety table.Precautions <strong>and</strong> Warnings – The connecting rods are known to be the weaker point in the MZR engines <strong>and</strong> you can usethese tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM rangesallows the combustion forces to exert excessive force on the connecting rods for longer periods of time at lower RPM ranges.When the throttle is closed, due to relative boost pressure exceeding the values in this table, the throttle will shut at a slowerrate. Due to this latency, you may wish to set these boost limits a little lower if you wish to use this table as a primary boostlimits table.Boost RPM Comp A-B<strong>Table</strong> Description – These tables represent a multiplier that is applied to the boost control system on a RPM basis. The tableis referenced by Engine RPM on the x-axis. <strong>Table</strong> values are percentage corrections applied to the boost control system. Avalue of 0.00 will allow the ECU to run 0% of what it was calculating in order to achieve its target. A value of 1.14 will have theECU run 14% more than what it was going to run for that RPM, <strong>and</strong> a value of .05 will have the ECU run 5% of what it wasgoing to run for that RPM.<strong>Tuning</strong> <strong>Tips</strong> – These tables are one way to effectively tune boost per gear. These tables can be used to compensate for tractionlimitations of a front-wheel drive vehicle.Precautions <strong>and</strong> Warnings – The connecting rods are known to be the weaker point in the MZR engines <strong>and</strong> you can usethese tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM rangesallows the combustion forces to exert excessive force on the connecting rods for longer periods of time at lower RPM ranges.Boost Targets<strong>Table</strong> Description – The Boost Targets table is used to determine how much boost the ECU will try to achieve when the ECUis not targeting torque. This table represents the desired Boost Targets you wish to run <strong>and</strong> has been converted by our softwareto be shown in relative pressure, assuming 1 atmosphere of barometric pressure (760 mm Hg, 14.5psi). The table is referencedby the Engine RPM on the x-axis <strong>and</strong> by the Throttle Position Sensor on the y-axis. <strong>Table</strong> values are the relativeCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 58


(boost) pressure the boost control system will attempt to target when it is not targeting torque. Higher values mean moreboost pressure, lower values mean less boost pressure.<strong>Tuning</strong> <strong>Tips</strong> – The values you use in these tables cannot overcome any mechanical limitations. The desired boost level is determinedby many factors including turbo design, engine displacement <strong>and</strong> volumetric efficiency, <strong>and</strong> fuel quality. For stockturbo applications please reference COBB <strong>Tuning</strong> calibrations for direction regarding desired boost. For determining boosttargets with after market turbochargers please contact the manufacturer.Precautions <strong>and</strong> Warnings – Increasing boost does not always increase power. Boost levels above a turbochargers efficiencycan damage both the turbocharger <strong>and</strong> the motor. Uncontrolled cylinder pressure <strong>and</strong> detonation as a result of highboost is perhaps the single most common way to destroy your motor. Do not take boost control lightly. If the systemdoes not respond to your inputs stop tuning <strong>and</strong> check to make sure all mechanical components are in place <strong>and</strong> functioning.Closed Loop <strong>Table</strong>sClosed Loop – Exit Delay A-C<strong>Table</strong> Description – These tables are used to adjust how long the car stays in closed-loop. A lower value will cause the ECUto enter into open-loop earlier. A higher value will create a processing delay <strong>and</strong> will force the car to stay in closed-loop forlonger.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – Running a car without any high-flow catalyst can allow the turbo to over boost or boost spike.These tables may need to be modified in order to allow for open-loop fueling during WOT conditions. Please take into accountthat changing these table settings will effectively change how the vehicle drives <strong>and</strong> transitions from part throttle toWOT, <strong>and</strong> from closed-loop to open-loop.Closed Loop – Max Load A-E<strong>Table</strong> Description – These tables are used to adjust if the ECU stays in closed-loop based on calculated engine load values.A lower value in these tables will cause the ECU to enter into open-loop at lower engine loads. A higher value will create adelay <strong>and</strong> will force the car to stay in closed-loop until higher calculated engine load values are achieved. When calculatedengine loads are above these values the car MAY run in closed loop if other conditional parameters are met.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 59


<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – Running a car without any high-flow catalyst can allow the turbo to over boost or boost spike.These tables may need to be modified in order to allow for open-loop fueling during WOT conditions. Please take into accountthat changing these table settings will effectively change how the vehicle drives <strong>and</strong> transitions from part throttle toWOT, <strong>and</strong> from closed-loop to open-loop.Closed Loop – Max Throttle A-E<strong>Table</strong> Description – These tables are used to adjust if the ECU stays in closed-loop based on throttle position values. A lowervalue in these tables will cause the ECU to enter into open-loop at lower throttle values. A higher value will create a delay <strong>and</strong>will force the car to stay in closed-loop until higher throttle position values are achieved. When throttle position values areabove these values the car MAY run in closed loop if other conditional parameters are met.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – Running a car without any high-flow catalyst can allow the turbo to over boost or boost spike.These tables may need to be modified in order to allow for open-loop fueling during WOT conditions. Please take into accountthat changing these table settings will effectively change how the vehicle drives <strong>and</strong> transitions from part throttle toWOT, <strong>and</strong> from closed-loop to open-loop. Some of the factory setting may look a bit odd, but this simply means that the factorycalibration has set the TPS values above what is achievable. This effectively does not allow the function to be turned off(or on) during these conditions.LTFT Learning ECT Compensation<strong>Table</strong> Description – This table applies a multiplier to the LTFT learning based on ECT values.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.LTFT Learning Zone A-F Breakpoint<strong>Table</strong> Description – These tables allow you to modify the LTFT learning breakpoints.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 60


Precautions <strong>and</strong> Warnings – Please be sure to test <strong>and</strong> verify any modifications to these tables prior to running the vehicle athigh loads.Fuel <strong>Table</strong>sFuel CL Comm<strong>and</strong>ed EQ (base)<strong>Table</strong> Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis <strong>and</strong> calculated engineload on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target duringclosed-loop (CL) conditions.<strong>Tuning</strong> <strong>Tips</strong> – The values in this table are critical to engine performance. The values indicated in the lower load regions areused as targets under closed loop fuel control. In other words, these values are actively targeted by the ECU using feedbackfrom the front oxygen sensor (which can be datalogged as Actual AFR). If the MAF is calibrated correctly then the correctionsused to target low load fuel mixtures will be small (typically + or – 8% or less). Under higher load the ECU will switch fromclosed loop fueling to an open loop strategy. The transition (or blending) from closed to open loop fueling is determined bymany factors outlined in the tables under closed loop. If the MAF curve is properly calibrated then the observed air fuel mixturesunder higher load will be very close to those indicated in the Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock) table. A largedifference in the observed <strong>and</strong> indicated fuel indicates that the MAF calibration is incorrect.Precautions <strong>and</strong> Warnings – Overly lean fuel mixtures under boost can quickly damage the motor <strong>and</strong> other components. Alwaysmonitor Air Fuel ratios with the Actual AFR variable when performing calibrations. If you are unsure of what kinds of fuelmixtures to target please examine stock calibrations <strong>and</strong> <strong>Cobb</strong> <strong>Tuning</strong> OTS calibrations for guidance (can be found here).Please be sure to replace your primary WBO2 sensor if any signs of sensor inaccuracy or wear are present.Fuel Comm<strong>and</strong>ed EQ Max Enrichment Allowed<strong>Table</strong> Description – A single row of the richest fuel targets that can be targeted. If richer fuel targets are set in the WOT fueltables, the ECU will not allow the car to run richer than the settings in this table.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 61


Fuel OL Comm<strong>and</strong>ed EQ (Throttle Closed)<strong>Table</strong> Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis <strong>and</strong> calculated engineload on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target duringopen-loop (OL) conditions when the throttle is closed.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Fuel OL Comm<strong>and</strong>ed EQ (base)<strong>Table</strong> Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis <strong>and</strong> calculated engineload on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target duringsome open-loop (OL) conditions, except Wide-Open-Throttle (WOT).<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – If you decide to modify your closed-loop setting so load is the only variable for entering openloopthen you will need to modify the fueling targets in this table for the areas where the closed-loop to open-loop fuelingtransition occurs. This will help avoid a leaner fueling area as you transition to WOT <strong>and</strong> as you go from gear to gear.Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (Knocking)Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (No Knock)Fuel OL/Part Throttle Comm<strong>and</strong>ed EQ (Unused)<strong>Table</strong> Description – These are large 3 dimensional tables defined by engine RPM on the horizontal axis <strong>and</strong> calculated engineload on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to targetduring some open-loop (OL) conditions, <strong>and</strong> whether the Knock is present or not.<strong>Tuning</strong> <strong>Tips</strong> – Tune appropriately.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 62


Fuel OL/WOT Comm<strong>and</strong>ed EQ (Knocking)Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock A-B)<strong>Table</strong> Description – These single row tables indicate the desired air-fuel mixture utilized when the car is in open-loop (OL)<strong>and</strong> WOT conditions. The table is defined on the horizontal axis by engine RPM. The values in the table represent target airfuel mixtures <strong>and</strong> are only accurate if the MAF calibration is properly set up.<strong>Tuning</strong> <strong>Tips</strong> – The values in these table are critical to engine performance under open-loop WOT conditions. If the MAF iscalibrated correctly then the corrections used to target low load fuel mixtures will be small (typically + or – 8% or less) underWOT conditions. Under higher load the ECU will switch from closed loop fueling to an open loop strategy. The transition (orblending) from closed to open loop fueling is determined by many factors outlined in the tables under closed loop <strong>and</strong> fueling.If the MAF curve is properly calibrated then the observed air fuel mixtures under higher load will be very close to those indicatedin the Fuel OL/WOT Comm<strong>and</strong>ed EQ (No Knock A & B) tables. A large difference in the observed <strong>and</strong> indicated fuel indicatesthat the MAF calibration is incorrect.Every motor <strong>and</strong> every kind of fuel may indicate a different fuel ratio. However, most MAZDASPEED turbo applications utilizea rich mixture of fuel to air when under high load. Depending upon fuel quality a normal “on boost' fuel mixture may be lower12s ( 0.78 to 0.83 lambda) to high 10s (0.7 to 0.74 lambda). Under more moderate load conditions, fuel ratios can be runmuch leaner.Precautions <strong>and</strong> Warnings – Overly lean fuel mixtures under boost can quickly damage the motor <strong>and</strong> other components. Alwaysmonitor Air Fuel ratios with the Actual AFR variable when performing calibrations. If you are unsure of what kinds of fuelmixtures to target please examine stock calibrations <strong>and</strong> <strong>Cobb</strong> <strong>Tuning</strong> OTS calibrations for guidance (can be found here).Please be sure to replace your primary WBO2 sensor if any signs of sensor inaccuracy or wear are present.Gear Ratio <strong>Table</strong>s1 st -6 th Gear RatioFinal Drive – 1-4 thFinal Drive – 5-6th<strong>Table</strong> Description – These are the gear ratios for each gear that help the car underst<strong>and</strong> what gear based tables to use.<strong>Tuning</strong> <strong>Tips</strong> – You should have no reason to modify these tables unless you modify the transmission gearing for your vehicle.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 63


HPFP Control <strong>Table</strong>sHPFP Desired Pressure – Max A-B<strong>Table</strong> Description – A single row of target High Pressure Fuel Pump (HPFP) fuel pressure based on coolant temperatures.<strong>Tuning</strong> <strong>Tips</strong> – Calibrate appropriately based on the fueling dem<strong>and</strong>s of your system.Precautions <strong>and</strong> Warnings – This vehicle will have a mechanical limitation as to the maximum amount of fuel pressure thesystem can generate safely. This is usually by design in order to create a safety release so the higher fuel pressure does notbreak other components within of the fueling system.HPFP Desired Pressure A-F<strong>Table</strong> Description – These tables define the targeted HPFP fuel pressure under three separate conditions as a function of calculatedengine load <strong>and</strong> engine RPM. The table is referenced by the Engine RPM on the x-axis <strong>and</strong> by the calculated engineload on the y-axis. <strong>Table</strong> values are targeted fuel pressure that the HPFP system will attempt to target. Higher values meanhigher fuel pressure (more fuel flow), lower values mean lower fuel pressure (less fuel flow).<strong>Tuning</strong> <strong>Tips</strong> – Calibrate appropriately based on the fueling dem<strong>and</strong>s of your system.Precautions <strong>and</strong> Warnings – This vehicle will have a mechanical limitation as to the maximum amount of fuel pressure thesystem can generate safely. This is usually by design in order to create a safety release so the higher fuel pressure does notbreak other components within of the fueling system.HPFP Desired Pressure ECT Comp<strong>Table</strong> Description – This table defines the compensation to the targeted HPFP fuel pressure as a function of coolant temperature.The table is referenced by coolant temperature on the x-axis <strong>and</strong> by coolant temperature on the y-axis. <strong>Table</strong> valuesare compensations applied to the final targeted HPFP fuel pressure calculations.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – This vehicle will have a mechanical limitation as to the maximum amount of fuel pressure thesystem can generate safely. This is usually by design in order to create a safety release so the higher fuel pressure does notbreak other components within the fueling system.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 64


Idle <strong>Table</strong>sIdle Base AC A-B<strong>Table</strong> Description – A single row of target idle speeds that vary as a function of engine barometric pressure when the A/C isrunning. The various tables in these series (A through B) are indicated by an an assortment of conditional parameters.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Idle Speed Stability A-C / Clutch Out (BETA)<strong>Table</strong> Description – A single row of Ignition Timing Corrections that vary as a function of Engine Speed under certain conditions.The various tables in these series (A through C <strong>and</strong> Clutch Out) are indicated by an an assortment of conditional parameters.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Idle Speeds Base A-B<strong>Table</strong> Description – A 3D table of target idle speeds that vary as a function of engine coolant temperature. The various tablesin these series (A through B) are indicated by an an assortment of conditional parameters.<strong>Tuning</strong> <strong>Tips</strong> – Vehicles with stock camshafts <strong>and</strong> other engine components should idle at stock levels. Some larger camshafts,<strong>and</strong> or/fuel injectors, or balance shaft removal kits, may require a higher target idle for stable operation. When runninglarger fuel injectors we have found it has been helpful to maintain an Idle Speed which is 100-400 RPM higher than the factorycalibration. At idle, the vehicle is in closed-loop operation trying to maintain 1 Lambda or an AFR Petrol of 14.68:1 <strong>and</strong> theECU might modify the injector pulse width (IPW) to a point where the ECU will not allow a fuel injector to fully open <strong>and</strong> closedue to the short pulse width is running in order to its this fuel target. Larger fuel injectors need a minimum injector pulse widthin order to fully open <strong>and</strong> close; if the motor is idling too low then the pulse width is too short to allow the injector to work properly<strong>and</strong> an occasional misfire can occur.If your idle RPM or AFR at idle has a slight fluctuation then you may need to modify your intake calibration table settingsaround the MAF voltage the vehicle idles. We have found that the stock calibration settings at idle can be too far apart <strong>and</strong>they may need to be adjusted so they are closer together at the MAF voltage where the vehicle idles.Ignition <strong>Table</strong>sIgn BAT vs ECT Comp. - % Used<strong>Table</strong> Description – This is a direct multiplier that is applied against the look-up values from the Ign BAT vs ECT Comp. A-Btables. This multiplier is applied before any ignition calculation subtractive functions are performed using the values from theIgn BAT vs ECT Comp. A-B tables. The table is referenced by RPM on the x-axis <strong>and</strong> by Calculated Load on the y-axis.<strong>Table</strong> values are compensations applied to the ignition advance calculations.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 65


<strong>Tuning</strong> <strong>Tips</strong> – The factory has these tables calibrated as they found best, but you can modify these values as you see fit.Precautions <strong>and</strong> Warnings – We highly suggest that you make small, incremental changes to these table settings <strong>and</strong> verifythe final results on a load-based chassis dyno <strong>and</strong> while street driving the vehicle before you save these table changes.Ign BAT vs ECT Comp. A-B<strong>Table</strong> Description – These are subtractive values (even though the number is positive) that are applied to the final ignition advancevalues after the initial look-up table values has been applied to the % Used multiplier. These values are subtractedfrom the final ignition calculation before the final ignition output is calculated. These tables are referenced by Coolant Temp.on the x-axis <strong>and</strong> by Boost Air Temp. on the y-axis. <strong>Table</strong> values are subtractive values applied to the ignition advance calculations.<strong>Tuning</strong> <strong>Tips</strong> – The factory has these tables calibrated as they found best, but you can modify these values as you see fit.Precautions <strong>and</strong> Warnings – The multiplier from the Ign BAT vs ECT Comp - % Used table is applied to the values in thesetables so please calibrate appropriately. We highly suggest that you make small, incremental changes to these table settings<strong>and</strong> verify the final results on a load-based chassis dyno <strong>and</strong> while street driving the vehicle before you save these tablechanges.Ign Global Max (BETA)<strong>Table</strong> Description – This is the maximum amount of ignition timing the ECU is allowed to use.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Ign Low Octane Reduction<strong>Table</strong> Description – These are subtractive values (even though the number is positive) that can be applied to the final ignitionadvance values if the ECU has determined that the ECU is in a Low Octane condition. These values are also subtracted fromthe final ignition calculation before the final ignition output is calculated. These tables are referenced by RPM on the x-axis<strong>and</strong> by Calculated Load on the y-axis. <strong>Table</strong> values are subtractive values applied to the ignition advance calculations.<strong>Tuning</strong> <strong>Tips</strong> – The factory has these tables calibrated as they found best, but you can modify these values as you see fit.Precautions <strong>and</strong> Warnings – We do not suggest that you put lower octane in the vehicle in order to calibrate these tables settingsbecause low octane conditions may cause engine damage.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 66


Ign Per Cylinder Comp.<strong>Table</strong> Description – This table is only active if the Enable Ignition Per Cylinder Comp. toggle has been checked.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – We suggest that individual EGT probes be used to in order to determine the appropriate settings.Ign <strong>Table</strong> – High Throttle/OL (Knocking)Ign <strong>Table</strong> – High Throttle/OL (No Knock)<strong>Table</strong> <strong>Descriptions</strong> – These tables are all large 3 dimensional <strong>and</strong> defined by engine RPM on the horizontal axis <strong>and</strong> calculatedengine load on the vertical axis. The numbers in the table represent the rotational angle in degrees before top dead centerthat the coil is fired in each cylinder's combustion cycle. These two tables are populated with the same values from thefactory.<strong>Tuning</strong> <strong>Tips</strong> – To tune the ignition advance curve for WOT, you must tune boost first, while running a excessively rich fuelcurve (something around Lambda of 0.68 or a low 10:1 AFR Petrol). You will need to datalog the following variables: RPM,Ignition Timing, Throttle Position, Knock Retard, Boost, Wastegate Duty, <strong>and</strong> Actual AFR. For tuning of these we suggest youstart of with less total ignition advance than is optimal, that way you can work your way up from there. Generally speaking, aturbo-charged MAZDASPEED engine will run the least amount of ignition advance near peak torque <strong>and</strong> ignition advance willgenerally rise as RPM rise in order to keep up with the increasing piston speed. This trend is normal for most internal combustionspark ignition motors; as VE (Volumetric Efficiency) increases the amount of ignition advance a motor needs will decrease.As you cruise a motor’s VE will not be the highest on a turbocharged motor because the turbo is not producing muchboost under cruise conditions so ignition advance will usually be higher. As VE increases at WOT (when the turbo is producingboost) ignition advance will go down to its lowest point (even negative) by peak torque then it will slowly increase duringthe torque plateau. Once torque begins to fall off you will see ignition advance increase at higher rates. This is due to the decreasingVE <strong>and</strong> is also done in order to keep up with the increasing piston speeds; you have to start the burn earlier so thatthe pressure wave expansion occurs at the optimal time.We have found that one must have a chassis dyno to help find the thresholds for maximum ignition advance for a particularmotor <strong>and</strong> the fuel that is being used. The following section should give you a much better underst<strong>and</strong>ing as to how the factoryignition system works <strong>and</strong> what you are trying to do by tuning your ignition advance curve. The objective of ignition tuningis very simple. You are trying to start the flame front, BEFORE TDC, so that the peak of the combustion chamber pressurewave pushes down on the piston AFTER TDC at the same time. This is why values in the ignition advance tables are in degreesof ignition advance before TDC or ATDC. We must first go over how the ECU calculates total ignition advance beforewe can attempt to tune the ignition advance curve:Total Ignition Advance = ((Ign <strong>Table</strong> table - (Ign BAT vs ECT Comp A/B * Ign BAT vs ECT Comp - % Used)) - Low OctaneReduction <strong>Table</strong>**) - Knock Retard** meaning if conditions met.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 67


The ECU will look-up the initial ignition advance value for the corresponding RPM <strong>and</strong> Calculated Load break point fromthe Ign <strong>Table</strong> – Low or High Throttle tables (depending on engine conditions), then- subtracts the product of the value in the Ign BAT vs ECT Comp. A-B for the corresponding ECT <strong>and</strong> BAT break point * multipliedby the multiplier in the Ign BAT vs ECT Comp. - % Used table for the corresponding RPM <strong>and</strong> Calculated Load breakpoint, then- (if a Low Octane condition is met) subtracts the value in the Ign Low Octane Reduction table for the corresponding RPM <strong>and</strong>Calculated Load break point, then- subtracts Knock Retard adjustments made by ECU within the Knock Retard range. Within the Knock Retard range, theECU can make a final adjustment to remove ignition advance if it hears the engine noise is getting too close to the detonationthreshold. The ECU will do what it can to protect the motor. As the ECU removes ignition advance through a Knock Retardreport, it will also increase fueling to the engine.We also have a Ignition Tab in the AccessTUNER Calibration & <strong>Tuning</strong> Guide Worksheet for MAZDASPEEDs that help youunderst<strong>and</strong> the math for the ignition advance calculation functions.With the above said, what you will be trying to do is to get the total ignition advance curve as close to optimal for your motor<strong>and</strong> the fuel you are using. If your ECU <strong>and</strong> motor are happy with your calibration you will generally see that your Knock Reportsstay at less than 1 during most WOT runs.You should be satisfied with the ignition advance curve if while at WOT for several runs, hot ones even, the Knock Retardstays less than 1 across the RPM range <strong>and</strong> the ignition is a smooth predictable curve. This is not the only way to tune, justanother perspective. You can sometimes try to allow more ignition advance so that the ECU will show you if the motor wantsmore ignition timing. You can increase the total ignition advance in small increments, .5 - 1 degrees of ignition advance. Onceyou are able to find the optimal ignition advance curve your motor wants for the particular fuel you are using you should seethat your total ignition advance curve is consistent.Generally speaking, ignition advance is used to increase the volumetric efficiency (VE) of an engine where the efficiency doesnot naturally exist. With this said, peak VE is found at peak torque so the engine will need the least amount of ignition advanceunder these conditions. After the engine's torque peak, you will typically need to increase ignition advance in order tokeep up with the increasing piston speeds the engine will see as RPM increase. Please take into account that once you exceedMBT (Minimum spark advance for Best Torque output), it is possible to make less power with more ignition advance.This is when tuning on a load based chassis dynamometer can be very beneficial.Precautions <strong>and</strong> Warnings – We cannot stress how important it is to properly populate the ignition advance tables. Do notmake assumptions about how different ignition advance tables work together. Every model of MAZDASPEED is different sodo not allow your experience with one model to influence others without direct experience validating those ideas.This ECU will constantly try to run more ignition advance than is necessary at part throttle conditions. It does this in order toallow the ECU to detect MBT for each individual vehicle. Once the ECU exceeds MBT, the ECU will remove excess ignitionadvance through the Knock Retard function. This is normal <strong>and</strong> should not concern you, cylinder pressures at part throttle arenot high enough to cause any damage. If consistent Knock Retard is reported or audible detonation is present, you are welcometo remove ignition advance during part throttle conditions, although your fuel economy may go down during these conditions.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 68


Ign <strong>Table</strong> – Low Throttle/OL (Knocking)Ign <strong>Table</strong> – Low Throttle/OL (No Knock)<strong>Table</strong> <strong>Descriptions</strong> – These tables are all large 3 dimensional <strong>and</strong> defined by engine RPM on the horizontal axis <strong>and</strong> calculatedengine load on the vertical axis. The numbers in the table represent the rotational angle in degrees before top dead centerthat the coil is fired in each cylinder's combustion cycle. These two tables are populated with the same values from thefactory.<strong>Tuning</strong> <strong>Tips</strong> – We highly suggest you datalog the following to see what ignition advance tables your ECU is using for partthrottle <strong>and</strong> WOT conditions. You can datalog the following variables: RPM, Ignition Timing, Throttle Position, Knock Retard,Boost, Wastegate Duty, <strong>and</strong> Actual AFR to help you determine what tables you ECU is utilizing for ignition advance calculations.Ign <strong>Table</strong> – Max A-B<strong>Table</strong> <strong>Descriptions</strong> – These tables are large 3 dimensional tables defined by engine RPM on the horizontal axis <strong>and</strong> CalculatedLoad on the vertical axis. The numbers in the table represent the maximum ignition advance values that can be run.These are ceiling values that limit the maximum ignition advance that can be driven to the coils.<strong>Tuning</strong> <strong>Tips</strong> – You can set these tables to the same as you do your primary ignition advance tables or you can set them toMBT (once you've determined that) to ensure that you never go above those values.Injector Control <strong>Table</strong>sInjector Phasing Multiplier<strong>Table</strong> Description – This value determines the phasing of the fuel injection opening window.<strong>Tuning</strong> <strong>Tips</strong> – Increasing this value will move the injector opening period to later in the engine cycle, shortening the period forfuel delivery (this will cause Injector Duty Cycle [IDC%] to increase). Decreasing this value will move the injector openingpoint to earlier in the engine cycle, increasing fuel delivery (this will cause IDC% to decrease).Precautions <strong>and</strong> Warnings – Caution should be exercised when decreasing this value as it can be adjusted enough to allowfuel injection to begin as early as the exhaust stroke, through the intake <strong>and</strong> compression strokes, which may increase wettingof the cylinder walls if the intake charge has not started its entry into the cylinder.Injector Scalar<strong>Table</strong> Description – This value determines the size of the fuel injectors.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 69


<strong>Tuning</strong> <strong>Tips</strong> – Increasing this value will increase fuel delivery <strong>and</strong> decrease the calculation of load. Decreasing this value willdecrease fuel delivery <strong>and</strong> increase the calculation of load.Precautions <strong>and</strong> Warnings – None at this time.Specific Fuel Gravity<strong>Table</strong> Description – This table allows the entry of the specific gravity of different fuel types <strong>and</strong> fuel mixes to be entered to allowthe ECU to properly calculate fuel delivery requirements.<strong>Tuning</strong> <strong>Tips</strong> – The specific gravity of gasoline is around 0.74, E85 <strong>and</strong> Methanol (99.9%) are around 0.80 <strong>and</strong> C16 is around0.70.Precautions <strong>and</strong> Warnings – None at this time.Knock <strong>Table</strong>sKnock Retard – Decay Magnitude A<strong>Table</strong> Description – This table allows you to set the decay magnitude or the amount of ignition advance that is incrementallyreduced with a report of Knock Retard.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard – Decay Magnitude B<strong>Table</strong> Description – This is a higher resolution table that allows you to set the decay magnitude or the amount of ignition advancethat is incrementally reduced with a report of Knock Retard.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard – Decay Rate A-B<strong>Table</strong> Description – These tables allows you to set the decay rate which reports of Knock Retard occurs.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 70


<strong>Tuning</strong> <strong>Tips</strong> – These values are likely in milliseconds.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard – Max Allowed Global (BETA)<strong>Table</strong> Description – This is the maximum amount of timing the ECU is allowed to pull when listening for knock.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard – Multiplier<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard – Offset<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard Active – Min ECT<strong>Table</strong> Description – This table is the minimum ECT temperature at which Knock Retard becomes active, giving all other activitycondition are met.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 71


Knock Retard Active – Min Load A-B<strong>Table</strong> Description – These tables define the minimum Calculated Load at which Knock Retard becomes active, giving allother activity condition are met.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard Active – RPM (Max)<strong>Table</strong> Description – This table defines the maximum RPM at which Knock Retard is active.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Knock Retard Active – RPM (Min)<strong>Table</strong> Description – This table defines the minimum RPM at which Knock Retard becomes active, giving all other activity conditionare met.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Limiter <strong>Table</strong>sFFS Rev Limiter<strong>Table</strong> Description – This parameter represents the maximum engine RPM allowed while the Flat Foot conditions are met. Flatfoot conditions are active only when the vehicle speed has exceeded the LC Vehicle Speed Limiter (deactivating LaunchControl condition) AND when the clutch pedal is depressed. This is an engine speed value that represent the Rev Limiter forFlat Foot Shifting (FFS). This limiter will be imposed if the vehicle is moving <strong>and</strong> the clutch switch is activated. Fuel delivery isblocked <strong>and</strong> other overrun parameters enabled to keep engine speeds below this set point.<strong>Tuning</strong> <strong>Tips</strong> – This value is used to allow the driver to keep the accelerate pedal at wide-open throttle when performing upshifts. Thus, this value should be set lower than your Normal Rev Limit value in an effort to bring the engine RPM down to asuitable level for the gear change. This is only an enhancement when up shifting (ie: drag racing, accelerating). You will likelywant to test to see what limiter RPM works best for this function. This function performs best when the FFS Rev Limiter is setabove the Launch Control (LC) Rev Limiter.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 72


Precautions <strong>and</strong> Warnings – Increasing engine speed produces exponentially higher forces on the engine components <strong>and</strong>oiling systems. Increasing allowable engine speeds may produce catastrophic engine failure.LC Vehicle Speed Limiter / Vehicle Speed Threshold for LC/FFS<strong>Table</strong> Description – A vehicle speed that represent when the ECU will use the Launch Control (LC) Rev Limiter function. Aslong as the vehicle is below this speed, the Launch Control (LC) Rev Limiter will be used as the primary rev limiter. This parameterrepresents the maximum vehicle speed that the Launch Control Rev Limit will be active. If the vehicle speed is belowthis value, the engine will not be allowed to rev above the Launch Control (LC) Rev Limit value. Once the vehicle speed exceedsthis value, the Launch Control (LC) Rev Limit is no longer active.<strong>Tuning</strong> <strong>Tips</strong> – To enable launch control functionality, this value will need to be set down to a vehicle speed that allows theLaunch Control (LC) Rev Limiter to be functional. The default setting of 200 MPH will force launch control rev limits to be imposeduntil the vehicle speed exceeds 200 MPH, forcing the Launch Control (LC) Rev Limiter to be the normal rev limiter.You an set this value down to 12 MPH to see if this allows the LC functionality to function effectively.Precautions <strong>and</strong> Warnings – Wheel spin will cause the reported Vehicle Speed to be higher than the actual vehicle speed.This is due to the ECU detecting vehicle speed from the transmission. You may need to set this value higher than anticipatedas a means to combat this phenomenon.Launch Control (LC) Rev Limiter<strong>Table</strong> Description – This parameter represents the maximum engine RPM allowed while the Launch Control conditions aremet. This is an engine speed value that represent the Rev Limiter for Launch Control (LC). This limiter will be imposed if thevehicle is stationary <strong>and</strong> the clutch switch is activated. This Launch Control (LC) Rev Limiter will remain until the LC VehicleSpeed Limiter value is exceeded. Fuel delivery is blocked <strong>and</strong> other overrun parameters enabled to keep engine speeds belowthis set point too allow a LC functionality.<strong>Tuning</strong> <strong>Tips</strong> – The purpose of this setting is to allow the vehicle to launch effectively without excessive bogging or wheel spin.Setting this value will require trial <strong>and</strong> error based on your tire qualities, road surface conditions, weather conditions, powerlevels, etc. You will likely want to test to see what limiter RPM works best for this function.Precautions <strong>and</strong> Warnings – Increasing engine speed produces exponentially higher forces on the engine components <strong>and</strong>oiling systems. Increasing allowable engine speeds may produce catastrophic enginefailure. Please be aware that this rev limiter will remain present until the LC Vehicle Speed Limiter is exceeded.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 73


Normal Rev Limiter (Rev Limiter)<strong>Table</strong> Description – One engine speed value that represent the switch to define the maximum allowable engine speed. Fueldelivery is blocked <strong>and</strong> other overrun parameters enabled to keep engine speeds below this set point.<strong>Tuning</strong> <strong>Tips</strong> – Stock engines with stock valvetrains should keep their stock maximum engine speed. In some case throttlemapping must be changed in order to effectively raise maximum engine speed.Precautions <strong>and</strong> Warnings – Increasing engine speed produces exponentially higher forces on the engine components <strong>and</strong>oiling systems. Increasing allowable engine speeds may produce catastrophic engine failure.Speed Limiter / Speed Limiter Hysteresis<strong>Table</strong> Description – Once the speed limiter value has been achieved, the throttle system will close the throttle until the vehiclespeed has reduced speed by the value in these table. Ex: If the Speed Limiter table is set to 155 MPH <strong>and</strong> the Speed LimiterHysteresis table is set to 4 MPH <strong>and</strong> the Speed Limiter value is achieved, the throttle will close until the car has slowed downby 4 MPH.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Load <strong>Table</strong>sAbs Load Limits - Fuel Cut<strong>Table</strong> Description – This table is defined by Engine RPM on the x-axis <strong>and</strong> by temperature on the y-axis, <strong>and</strong> is populatedwith calculated engine load values. The maximum calculated engine load allowed is a function of temperature <strong>and</strong> engineRPM. If calculated engine load exceeds these values for the given conditions, the engine will be abruptly interrupted throughfuel cut. This temporary engine power loss is designed to avoid catastrophic consequences of running out of flow with thecamshaft-driven fuel pump (CDFP).<strong>Tuning</strong> <strong>Tips</strong> – Tune appropriately.Precautions <strong>and</strong> Warnings – Please be sure to datalog your HPFP Act. Press. during your tuning. If you see your HPFP ActualPressure drop below 1200psi (or 8960 kPa) while at WOT, then you are most likely running out of CDFP flow <strong>and</strong> willneed to have this item upgraded to a higher flowing unit.Abs Load Targets<strong>Table</strong> Description – This table is defined by Engine RPM on the x-axis <strong>and</strong> by throttle position on the y-axis, <strong>and</strong> is populatedwith calculated engine load values.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 74


<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Calc. Load Max. A-B<strong>Table</strong> Description – These tables define the maximum load calculation values that are used for fueling purposes, aka “LoadCap” values. These tables are defined by Engine RPM on the x-axis.<strong>Tuning</strong> <strong>Tips</strong> – Setting these table values higher does not allow the ECU to implement a fueling load cap limit on the vehicle.This load cap has only to do with the fueling calculation capabilities of the ECU.Engine Volumetric Efficiency (VE) (BETA)<strong>Table</strong> Description – This table will re-scale the MAF <strong>and</strong> other inputs for the calculated load used in all ECU calculations.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Engine Volumetric Efficiency (VE) – VVT Comp. (BETA)<strong>Table</strong> Description – This table will re-scale the MAF <strong>and</strong> other inputs (based on VVT angle) for the calculated load used in allECU calculations.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Load Target Comp – High RPM (BETA)<strong>Table</strong> Description – This is a negative compensation added to the target load when Engine Speed is above 5000rpm . Leavingthis table stock when using the factory Load <strong>Tuning</strong> method will affect load error which will cause a loss of load control.<strong>Tuning</strong> <strong>Tips</strong> – Lowering the value to 0 will remove this load compensation from the load targeting system <strong>and</strong> prevent unwantedresults above 5000rpm.Load Target Comp – Injector Base Offset (BETA)<strong>Table</strong> Description – This is the base offset for fuel injector load. Injector load determines the range of safe operation from aknown linearity. Leaving these values stock when using the factory Load <strong>Tuning</strong> method may limit load targets for high powervehicles.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 75


<strong>Tuning</strong> <strong>Tips</strong> – Raising this value will shift the allowed injector window higher, thus increasing the load target “cap”.Throttle – Gear Based Req. Load – High BAT Flag Off<strong>Table</strong> Description – If the BAT (Boost Air Temperature) exceeds the value in the Throttle – Gear Based Req. Load – HighBAT Flag On, the BAT will need to drop below this value before it switches the load targeting logic back to Norm BAT loadtargeting tables.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Throttle – Gear Based Req. Load – High BAT Flag On<strong>Table</strong> Description – If the BAT exceeds the value in this table, the ECU will switch load targeting logic to the High BAT loadtargeting tables.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Throttle – Req. Load – 1st Gear (High BAT) / Throttle – Req. Load – 1st Gear (Norm BAT)Throttle – Req. Load – 2nd Gear (High BAT) / Throttle – Req. Load – 2nd Gear (Norm BAT)Throttle – Req. Load – 3rd Gear (High BAT) / Throttle – Req. Load – 3rd Gear (Norm BAT)Throttle – Req. Load – 4th Gear (High BAT) / Throttle – Req. Load – 4th Gear (Norm BAT)Throttle – Req. Load – 5th Gear (High BAT) / Throttle – Req. Load – 5th Gear (Norm BAT)Throttle – Req. Load – 6th Gear (High BAT) / Throttle – Req. Load – 6th Gear (Norm BAT)<strong>Table</strong> Description – These tables are used in conjunction with the WG Duty Throttle Close Baro Threshold (LoadBased) <strong>and</strong> Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these threetables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in firstgear. These tables are simply referenced by RPM <strong>and</strong> contain load target values. The higher the value, the greater torque theECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque theECU will try to achieve, usually by decreasing boost through lower WGDC values.<strong>Tuning</strong> <strong>Tips</strong> – We suggest you datalog the vehicle to see what type of boost it is trying to run. If you can run more boost forthe given traction <strong>and</strong> fueling qualities, then you can increase the values in the Norm BAT table until you achieve your boosttargets.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 76


Precautions <strong>and</strong> Warnings – This table will only be used if the target load values in this table are lower than the targetload values in the WG Duty Throttle Close Baro Threshold (Load Based) <strong>and</strong> Throttle – Requested Load tables. Wedo not suggest you run a wastegate duty cycle of more than 95% to prevent overheating or lock-up of the wastegate solenoid,<strong>and</strong> to promote the longevity of the wastegate solenoid.Throttle – Req. Load – Max A-B<strong>Table</strong> Description – These single row tables indicate a maximum load limit. The table is defined on the horizontal axis by engineRPM. The values in the table are calculated load values.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Throttle – Requested Load A-C<strong>Table</strong> Description – These tables are used in conjunction with the Throttle – Requested Load Per Gear <strong>and</strong> ThrottleRequested Load tables. The ECU will target the lesser of the loads found between these three tables for the givenconditions. These tables are used for the load (torque) targeting system <strong>and</strong> references engine RPM on the x-axis <strong>and</strong>Throttle Position for the y-axis. The higher the value, the greater torque the ECU will try to achieve, usually by increasingboost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasingboost through lower WGDC values.<strong>Tuning</strong> <strong>Tips</strong> – We suggest you datalog the vehicle to see what type of boost it is trying to run. If you can run more boost forthe given traction <strong>and</strong> fueling qualities, then you can increase the values in the Norm BAT table until you achieve your boosttargets.Precautions <strong>and</strong> Warnings – These tables will only be used if the target load values in these tables are lower than thetarget load values in the Throttle – Requested Load Per Gear <strong>and</strong> Throttle Requested Load : Baro v. RPM tables. Wedo not suggest you run a wastegate duty cycle of more than 95% to prevent overheating or lock-up of the wastegate solenoid,<strong>and</strong> to promote the longevity of the wastegate solenoid. Modifying these tables can greatly effect how the vehicle drivesat part throttle <strong>and</strong> transitions from part throttle to WOT.Sensor Cal. <strong>Table</strong>sMAF <strong>Table</strong> A-B<strong>Table</strong> Description – This single row table describes the non-linear calibration of the stock mass air flow sensor over a voltagerange over its useful output of zero to nearly 5 volts. The values in this table represent a stoichiometric mass of fuel to theamount of air moving through the stock intake. The MAF Calibration table contains values which tell the ECU the MASS of airentering the engine for the given MAF voltage. These values allow the ECU to properly calculate the mass of the fuel it needsto inject into the engine to get the air/fuel value dictated in the Primary Fuel table or by the closed loop control targets, 1Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 77


Lambda. The factory ECU airflow adjustments table is based on MAF Airflow. The data in this table is represented in gramsper second; this is the only table that exists for the sole purpose of adjusting MAF transfer (or MAF calibration) values. Undernormal idle <strong>and</strong> light throttle conditions the ECU is always going to try <strong>and</strong> hit 1 Lambda or the stoichiometry of the fuel youare running. You will be most familiar with the associated petrol air/fuel ratio of 14.68:1 A/F, which is an air mass of 14.68 toevery 1 fuel mass.<strong>Tuning</strong> <strong>Tips</strong> – See pages 11-13 of this guide for tips.Precautions <strong>and</strong> Warnings – Modifying this table will then modify how the ECU calculates torque! Nearly every importanttable utilized for coordinated engine function is defined in part by engine load <strong>and</strong> this is derived from the mass air flowsensor calibration of the intake. A mistake in this table can cause catastrophic engine damage.MAP Scaler for EM/Log/OBD – Component AMAP Scaler for EM/Log/OBD – Component BMAP Scaler for EM/Log/OBD – Offset<strong>Table</strong> Description – These tables represent the calibration for the Manifold Absolute Pressure (MAP) / Boost Air Temperaturesensor (MAP sensor portion only).<strong>Tuning</strong> <strong>Tips</strong> – None at this time. Below is some of the ECU logic that is used for calibrating the sensor using these tables.Input: MAP Voltage (0-5)Output: Absolute Pressure (kPa)(((MAP Voltage) * (Scalar A)) * Scalar B) - OffsetScalar A = 230Scalar B = 0.23529412Offset = 1.647Testing will be needed to further discover if installing new MAP/BAT sensors is possible.<strong>Tuning</strong> <strong>Tips</strong> – We suggest that you set one of the scalers (Component B:) to 1 in order to simplify the math.Common MAP sensor settingsare as follows:Sensor PN: Bosch 0 281 002 437 Bosch 0 281 002 845 Bosch 0 281 002 456Range: 3 bar 3 bar 3.5 barComponent A: 65.88 65.78 75Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 78


Component B: 1 1 1Offset: 6.35 -5.41 -12.5Shifting Control <strong>Table</strong>s (BETA)Ignition Compensation A (Clutch in / Clutch out)<strong>Table</strong> Description – Used to compensate ignition during vehicle warm up. This can effect shifting feel during clutch in or out.<strong>Tuning</strong> <strong>Tips</strong> – Removing timing can help smooth out the transition between gears.Precautions <strong>and</strong> Warnings – It is not recommended to remove or add timing using this table without a dyno to verify engineoutput.Ignition Timing Limit (Min) (Throttle Closed / Throttle Open / Low ECT)<strong>Table</strong> Description – This is the minimum value that is allowed by the ECU when calculating the final ignition timing. This valuewill override values in the Ignition <strong>Table</strong>s that are lower.<strong>Tuning</strong> <strong>Tips</strong> – Reducing this value down to roughly -3 degrees on the non-Low ECT tables appears to resolve post shift stutteringon MS6 vehicles.Precautions <strong>and</strong> Warnings – Setting this value too low will not allow the vehicle to run negative ignition timing, be very carefulto adjust this value in line with your lowest achieved ignition timing from your ignition tables.Load Based Fuel Compensation (Clutch in / Clutch out)<strong>Table</strong> Description – Used to compensate fueling when certain conditions are met with load.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Load/RPM Based Fuel Compensation (Clutch in / Clutch out)<strong>Table</strong> Description – Used to compensate fueling when certain conditions are met with ECT <strong>and</strong> Knock.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 79


Throttle <strong>Table</strong>sAPP Translation : 0NeutralAPP Translation : 1st-6th Gear<strong>Table</strong> Description – These tables represent how the Accelerator Pedal Position (APP) values are reported to the ECU on aper gear basis. The x-axis values in these tables are APP read-only values <strong>and</strong> the cell data is the reported APP values thatare used by the ECU for throttle controls. These tables use read-only APP values to look up a APP value that is reported tothe ECU for throttle controls.<strong>Tuning</strong> <strong>Tips</strong> – The stock values work very well. If you are to modify these values, we highly suggest you drive the vehicle <strong>and</strong>datalog APP <strong>and</strong> TPS values to get a better idea about how this vehicle drives with the various changes.Precautions <strong>and</strong> Warnings – These vehicles tend to use switching <strong>and</strong> blending functions for closed-loop to open-loop transitions.Please be aware of this as you start to modify any closed-loop functionality.APP Translation : Baro. Comp.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the APP Translation systemvalues based on current Barometric Pressure. The table is referenced by Barometric Pressure on the x-axis. <strong>Table</strong> values arethe percentage change made to the APP Translation values. A value of 1.00 will allow the ECU to run 100% of what it wascalculating in order to achieve its target, which is effectively no change. A value of 0.90 will have the ECU run 90% of what itwas going to run for the current barometric pressure, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going torun for the current barometric pressure. Barometric pressure decreases as altitude increases. This means as you climb upinto the mountains, barometric (air) pressure decreases. Sea Level barometric pressure is normally around 100 kilopascal(kPa), or 14.5psi if you have St<strong>and</strong>ard units selected.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.APP Translation : Speed Comp.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the APP Translation systemvalues based on current vehicle speed. The table is referenced by vehicle speed on the x-axis. <strong>Table</strong> values are the percentagechange made to the APP Translation values. A value of 1.00 will allow the ECU to run 100% of what it was calculating inorder to achieve its target, which is effectively no change. A value of 0.90 will have the ECU run 90% of what it was going torun for that gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going to run for those conditions. Barometricpressure decreases as altitude increases. This means as you climb up into the mountains, barometric (air) pressure decreases.Sea Level barometric pressure is normally around 100 kilopascal (kPa), or 14.5psi if you have St<strong>and</strong>ard units selected.<strong>Tuning</strong> <strong>Tips</strong> – These table values are set to 1.00 or are effectively not used.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 80


DBW Throttle A-C<strong>Table</strong> Description – These tables define the throttle duty cycles indicated under three separate conditions as a function of calculatedengine load, <strong>and</strong> thus requested torque. The table is referenced by the Engine RPM on the x-axis <strong>and</strong> by the calculatedengine load on the y-axis. <strong>Table</strong> values are the relative throttle duty cycle the torque targeting system system will drivethe electronic throttle body in an attempt to target the associated torque. Higher values mean more duty cycle, lower valuesmean less duty cycle.<strong>Tuning</strong> <strong>Tips</strong> – The factory ECU settings use these table values to control the torque produced by the MZR engine. Thesetables most directly effect how the throttle system works during part throttle <strong>and</strong> WOT conditions. The requested torque valueson the y-axis indicate how much or little duty cycle to drive the electronic throttle body with. A value of 80% throttle dutycycle represents the maximum amount the electronic throttle body can be driven. The OTS map settings are very effective<strong>and</strong> we suggest you start there.VVT <strong>Table</strong>sVVT Intake Cam AdvanceVVT st<strong>and</strong>s for Variable Valve timing <strong>and</strong> is a variable camshaft phasing control technology used by <strong>Mazda</strong>. Hydraulic oilpressure is used to advance the intake camshaft timing in an effort to optimize power through the entire engine speed <strong>and</strong>load range.<strong>Table</strong> Description – This table represent the amount of intake camshaft advance represented in camshaft degrees. The tableis referenced by Engine Speed on the x-axis <strong>and</strong> by Calculated Engine Load on the y-axis. <strong>Table</strong> values are the degrees oftiming advance (shown in camshaft degrees) the VVT system will attempt to target. Higher values mean more intake camshaftadvance, lower values mean less advance. You cannot retard (use a value less than zero) the intake camshafts. Thesystem is closed loop <strong>and</strong> will make attempts to compensate for differences in oil pressure, temperature, oil viscosity, etc. Asthe system is hydraulically controlled by engine oil, changes may not instantaneously occur.<strong>Tuning</strong> <strong>Tips</strong> – <strong>Tuning</strong> these tables takes patience <strong>and</strong> the ability to accurately quantify if changes are resulting in improvementsor not. Depending on your level of modification, there are appreciable gains to be made through VVT intake camshaftadvance tuning. For most cars that are not very heavily modified, the gains will be focused at low to mid-range Engine Speedacross all Engine Loads. Partial throttle (ie: not full load, WOT) gains can be significant as well, provided you have the equipment(load bearingdyno) capable of accurately quantifying any gains from these changes. It is ultimately your responsibility to underst<strong>and</strong> inmore precise details about what settings work best for your hardware combination. This is part of the job of tuning. Keep inmind that the engine is an air pump <strong>and</strong> functions as a system of all it's parts. Changes in your VVT intake camshaft advancecan result in changes in your measured A/F Ratio, fuel consumption, optimal ignition advance, boost control, etc.Precautions <strong>and</strong> Warnings –1) If you data log slightly different VVT intake camshaft advance from what you've tuned for in the table, this is typically normal.However if your data logs show large disparities between the comm<strong>and</strong>ed VVT intake camshaft advance shown in thistable <strong>and</strong> what you are data logging, this potentially means you have a mechanical issue with the hydraulic oil pressure controlsystem.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 81


2) The system has safe guards to prevent valve-to-piston interference ONLY when using stock pistons designed for the cylinderheads used <strong>and</strong> stock valvetrain including stock camshafts. If you are using after market pistons or camshafts, you areadvised to contact the supplier as to the safe amount of VVT intake camshaft advance you may run.3) If you increase the VVT intake camshaft advance values <strong>and</strong> the VVT data you are logging does not increase, this maymean you have reached a designed mechanical limitation. The camshaft advancing mechanism may simply not be able to increaseintake camshaft phasing beyond a mechanically limited point by design.Wastegate DynamicsWG Duty Baro Error Comp. (Fine) (Load Based)<strong>Table</strong> Description – When using Load Based tuning strategies, this table will be active in overboost conditions.<strong>Tuning</strong> <strong>Tips</strong> – If you see your WG Duty Cycles dropping to 0% intermittently, try modifying the values here.WG Duty Boost Error Comp. (Fine) (Boost Based)<strong>Table</strong> Description – The WG Duty Boost Error Comp. (Fine) (Boost Based) table is used as a feedback control system to correctfor errors in the desired Boost Target versus the Actual Boost measured in the inlet manifold. The feedback controlmethod used is known as a Proportional-Integral controller.Boost Error = (Actual Boost) – (Desired Boost Target)This table represents a compensation (correction) necessary to counteract the Boost error that has occurred. The table is referencedby Boost Error (represented in mm Hg) on the x-axis. <strong>Table</strong> values are the percentage change made to the WastegateDuty Cycle value.<strong>Tuning</strong> <strong>Tips</strong> – This table can be used to refine boost control characteristics for under <strong>and</strong> over boost conditions.WG Duty Boost Error Ramp Limiter – High Limit<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.WG Duty Boost Error Ramp Limiter – Low Limit<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 82


WG Duty Load Dynamics (Fine) (Load Based)<strong>Table</strong> Description – The WG Duty Load Dynamics (Fine) (Load Based) table is used as a feedback control system to correctfor errors in the desired Load Targets versus the actual Load Targets calculated by the ECU. The feedback control methodused is known as a Proportional-Integral controller.Load Error = (Calculated Load) – (Desired Load Target)This table represents a compensation (correction) necessary to counteract the Load error that has occurred. The table is referencedby Load Error (represented in calculate engine load) on the x-axis. <strong>Table</strong> values are the percentage change made tothe load targeting calculations.<strong>Tuning</strong> <strong>Tips</strong> – This table can be used to refine load control characteristics for under <strong>and</strong> over achievement conditions.WG Duty Load Error Comp. (Course)<strong>Table</strong> Description – The WG Duty Load Error Comp. (Course) table is used as a feedback control system to correct for errorsin the desired Load Target versus the Actual Load calculated. The feedback control method used is known as a Proportional-Integral controller.Load Error = (Actual Load) – (Desired Load Target)This table represents a compensation (correction) necessary to counteract the Load error that has occurred. The table is referencedby Load Error (represented in grams of load) on the x-axis. <strong>Table</strong> values are the percentage change made to theWastegate Duty Cycle value.<strong>Tuning</strong> <strong>Tips</strong> – This table can be used to refine load control characteristics for under <strong>and</strong> over load conditions.WG Duty Load Error Ramp Limiter – Low Limit<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.WG Duty Load Error Ramp Limiter – High Limit<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.WG Duty RPM Comp. A<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 83


WG Duty RPM Comp. B<strong>Table</strong> Description – None at this time.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.WG Duty Throttle Close Baro Threshold (Load Based)<strong>Table</strong> Description – This table is a threshold multiplier of the Boost Limits - Throttle Close table. When the result of the multiplicationis larger than the Manifold Absolute Pressure, the ECU will choose WG Duty Baro Erro Comp (Fine) (Load Based)over WG Duty Load Dynamics (Fine) (Load Based).<strong>Tuning</strong> <strong>Tips</strong> – None at this time.Precautions <strong>and</strong> Warnings – None at this time.Wastegate <strong>Table</strong>sWG Duty - Baro. Comp.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cyclevalue based on current Barometric Pressure. The table is referenced by Barometric Pressure on the x-axis. <strong>Table</strong> values arethe percentage change made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% of what itwas calculating in order to achieve its target, which is effectively no change. A value of 0.90 will have the ECU run 90% ofwhat it was going to run for that gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going to run for thatgear. Barometric pressure decreases as altitude increases. This means as you climb up into the mountains, barometric (air)pressure decreases. This decrease in pressure means your turbocharger has to work harder to supply the same desiredboost target it did at sea level. Often times this can push the turbocharger beyond it's optimal efficiency <strong>and</strong> actually result inless power than you might achieve running slightly lower boost levels. Sea Level barometric pressure is normally around 100kilopascal (kPa), or 14.5psi if you have St<strong>and</strong>ard units selected.<strong>Tuning</strong> <strong>Tips</strong> – When using the stock turbocharger, this table normally does not need to be changed from the Off-The-Shelf(OTS) maps. The MAZDASPEED OE tuning is slightly conservative, so if you want to make it more aggressive at the potentialexpense of some reliability, you can decrease the reduction in wastegate duty cycles based on barometric pressure. Thisis done by changing the values in the table to be closer to zero. If you are using an after market/larger turbocharger, you maybe able to safely use less conservative values. You will need to contact your turbocharger manufacturer for advice.WG Duty - Battery Comp.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cyclevalue based on current Battery Voltage. The table is referenced by Battery Voltage on the x-axis. <strong>Table</strong> values are the percentagechange made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% of what it was calculatingin order to achieve its target, which is effectively no change. A value of 0.90 will have the ECU run 90% of what itwas going to run for that gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going to run for that gear.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 84


<strong>Tuning</strong> <strong>Tips</strong> – When using the stock turbocharger, this table normally does not need to be changed from the Off-The-Shelf(OTS) maps.WG Duty - IAT Comp.<strong>Table</strong> Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cyclevalue based on current Intake Air Temperature. The table is referenced by Intake Air Temperature on the x-axis. <strong>Table</strong> valuesare the percentage change made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% ofwhat it was calculating in order to achieve its target, which is effectively no change. A value of 0.90 will have the ECU run90% of what it was going to run for that gear, <strong>and</strong> a value of 1.10 will have the ECU run 110% of what it was going to run forthat gear.<strong>Tuning</strong> <strong>Tips</strong> – None at this time.WG Duty Cycles<strong>Table</strong> Description – This table represents the Wastegate Duty Cycle necessary to achieve the Boost defined in the Boost Targettables, when boost targeting is used. The table is referenced by Engine RPM on the x-axis <strong>and</strong> by TPS (opening angle)on the y-axis. <strong>Table</strong> values are the duty cycles the boost control system will drive the electronic boost control solenoid at inorder to regulate how much boost the turbocharger generates. Higher values mean more duty cycle which should result inhigher boost pressure, lower values mean less duty cycle which should result in lower boost pressure.<strong>Tuning</strong> <strong>Tips</strong> – When using the stock turbocharger, this table normally does not need to be changed from the Off-The-Shelf(OTS) maps.The OEM MAZDASPEED boost control system employs a closed-loop, targeting system for tuning boost. Start with low valuesin this table <strong>and</strong> slowly increase them to achieve your designed Boost Target. If you have less wastegate duty cycle thanrequired to hit your desired Boost Target, the Turbo Dynamics system will attempt to compensate.If you are increasing or holding wastegate duty cycles steady <strong>and</strong> boost is dropping then you have most likely reached thethreshold of the mechanical efficiency of the turbo or your exhaust gas back pressure prior to the turbo is too high <strong>and</strong> is forcingthe wastegate valve to open.If you are having a small boost spike you may need to decrease the WGDC percentage a few hundred RPM prior to the overboosting event to allow the exhaust energy to be released past the turbine wheel.NOTE: With porting a wastegate, you are trying to make the wastegate valve function potentially work better which meansthat your turbo is going to lower boost quickly when the wastegate door/valve opens or not run as much boost as it was engineeredto. If you make your wastegate react quicker then boost will be very difficult to stabilize <strong>and</strong> reach peak #s at anearlier RPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make <strong>and</strong> maintain boostwill have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flowalong the path of least resistance.Precautions <strong>and</strong> Warnings – The ECU switches from boost targeting to torque targeting logic. We have found the ECU usesthe torque targeting system for most heavy <strong>and</strong> WOT load conditions. Although, you will still want to have positive values inCopyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 85


this table so the Turbo Dynamics table functions appropriately when Boost Targeting is active <strong>and</strong> WG Duty Load Dynamics(Fine) (Load Based) table functions appropriately when Load Targeting is active since these tables modify WGDC based on amultiplier.TogglesEnable Ignition Per Cyl. Comp.When checked, the ECU should allow you to use Ign Per Cylinder Comp. table to modify ignition advance per each cylinder.Use Boost Based Dynamics (Boost Control)When this box is checked, the ECU will function using several Boost <strong>Table</strong>s <strong>and</strong> the MAP sensor readings in order to controlboost. This should provide what you are calling "PSI tuning" vs. the “Load <strong>Tuning</strong>” the factory implements. In other words, theECU will take the result of the Boost Target table <strong>and</strong> compare it against the actual Boost measured by the MAP sensor. IfActual Boost is greater than target boost, it will reduce the WGDC (attempt to lower actual boost). The opposite is true if ActualBoost is less than Target; the ECU will then use the authority given to it within the WG Duty Boost Error Comp. (Fine)(Boost Based) <strong>and</strong> WG Duty Load Error Comp. (Course) tables to increase WGDC.See Addendum 2 starting at page 37 for more information on how this feature works.Alternate Throttle Targeting for WGDC/Boost Targets(Load Based <strong>Tuning</strong> ONLY)When checked, the ECU will use your DBW calculated throttle position instead of a muxed percentage interpretation of calculatedload in the following tables:Boost TargetsWG Duty CyclesThis is helpful for high power builds that are running into wastegate control issues above 80% Injector Duty Cycle. The onlytime this issue is present is during Load Based <strong>Tuning</strong>. This toggle is not needed if the “PURE Boost <strong>Tuning</strong>” strategy is beingused.Copyright © 2012 COBB <strong>Tuning</strong> Products LLC. All Rights Reserved | www.cobbtuning.com 86

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