[BrandonWRX]

I recently acquired a street tuner for my 05 sti, I have done some reading but it all sounds greek to me.

Starting out, what are the first few things I should look for/do after installing ST and all?

Is the tunign going to have the adaptability of the stock and cobb maps as far as weather and changes in altitude?

I wanted to just get the most out my my stage 2 setup right now, all i have is a KN drop in filter, greddy evo catback, helix downpipe and the cobb stage 2 v1.10 map.

What figures should I attempt to changed, in which tables, to safely lean out the fuel and othe rmaps? Anything to watch out for?


I know some others have done rescaled maps and made them available, but im not sure if itll be compatible for my location and the temps.
Any other comments/suggestions? thanks,

Brandon

[TurboQueef]

Hi Brandon,

I am running StreetTuner with my 05 STI. I was also confused with how to proceed but I took Wolfplayers advice to data-log for a while before tinkering with any map adjustments.

My tuning experience has proven that performance gains are achieved by proper air to fuel ratio in relationship with timing advance. My opinion is that proper tuning is impossible without a wide band Air Fuel Ratio meter. I use the Innovate Motorsports XD-1, (http://www.innovatemotorsports.com/products/xd1.php ) it interfaces well with StreetTuner.

My stock STI with just the K&N drop in and COBB downpipe was running way too rich. I was seeing values of 10.1 to 1 AFR and by just adjusting to achieve 11.1 to 1 at low load higher RPM yielded significant improvements at the track.

Tinkering with 100 octane fuel, wastgate helper spring, more timing advance and even leaner AFR got me into the 12's with MPH hitting 105.10.

The weather in MI is turning colder and it will snow soon so I put the STI up for the winter. I can't wait for spring so I can continue the tuning, I am sure I can get the STI into the mid 12's at over 107mph.

Do a search of my posts, you will find lots of information including my maps and data-logs for each of the steps in my tuning process.

Take care, have fun and be careful

[BrandonWRX]

Thanks for the suggestions. wow i didnt realize an O2 wideband sensor runs 350.00+. I thought the dashboard function on the street tuner could record that number? Is there a way to calculate a/f ration from the info received ont he ST software or is a wideband an absolute necessity?

I was thinking of datalogging my stage 2 setup as is, and posting the info to see what you guys think. From reading im starting to get a general idea of what the numbers mean.
The primary ignition table is referenced by the dynamic advance tables, in which in any event the DA tables will never exceed the values on the primary advance. That being said, it would be easier to adjust the primary table to a higher amount than normal and tune the DA A, B, and C to meet your needs within a safety margin. My uderstanding is that when the Dynamic advance is at 1.0, it allows the ecu to revert to the DA B tables, providing everything stays optimum. So should one tune the DA A tables on the conservative side, which will then allow the DA B to be used easier when all safety parameters are met?
I have read wolfpayers threads and i believe I want to follow that path, maybe even try out his basemap he posted and fine tune my other tables as needed. Where does he live and what temp and alt was the map tuned at?

My main concern is for the maps to adjust to changes in temperature and altitude without me having to tune over whent he seasons change.

Thanks for all your help,

Brandon

[TurboQueef]

Originally Posted by BrandonWRX

Thanks for the suggestions. wow i didn't realize an O2 wideband sensor runs 350.00+. I thought the dashboard function on the street tuner could record that number? Is there a way to calculate a/f ration from the info received ont he ST software or is a wideband an absolute necessity?

StreetTuner dashboard will give you AFR readings from the stock sensor but it is narrow band so the values have little meaning. I posted some information on my website that explains how it works. This link will take you there. NOTE: The info is pertaining to my Supercharged TOYOTA 4Runner but the principles are the same with our STI: http://n8rws.com/TRD7.htm

Originally Posted by BrandonWRX

I was thinking of datalogging my stage 2 setup as is, and posting the info to see what you guys think. From reading im starting to get a general idea of what the numbers mean.

This is a very good idea

Originally Posted by BrandonWRX

The primary ignition table is referenced by the dynamic advance tables,...

I am still new to the STI tuning game but... to date I have not read any posts which clearly define exactly how the ABC maps work. To be honest, I don't think anyone knows for sure. Considering this and the fact that I desperately wanted to get my STI into the 12's, I used this logic to tune my ignition:

• I knew I was running a base map designed for low octane fuel so when using 100 octane I decided to raise each value on the primary ignition map slowly until performance improved. I watched and listened for knock as I was doing this.
• I was able to raise each value in the primary ignition map by 1.70 and the results were very good but at the track the ECU started to pull timing for some reason (no knocks were logged). As the timing was pulling, my ET & MPH immediately dropped so ... I added timing to each cell that contained data in maps A, B & C. For details, see this post: In the 12's but not by far :-)

Originally Posted by BrandonWRX

My main concern is for the maps to adjust to changes in temperature and altitude without me having to tune over whent he seasons change.

The really neat thing about StreetTuner is that it interfaces with the stock ECU so changes you make in the maps are still adjusted by the ECU for temp, elevation etc. Considering this however, it is important to note that fine tuning for the different conditions will always be necessary. The stock maps that COBB offers provide some safety, just like the stock ECU maps do. The reason for this is; there is no way for the ECU to make a perfect condition for maximum performance under all conditions. So the key point is: If you super tune your timing for max performance under certain temp / elevation conditions and then take the car out of these elements you could end up in trouble because the ECU may not have the authority (based on your changes to the timing maps) to employ enough timing retard.

Please remember that I am still very new to the STI tuning game, you will get lots of great feedback from some of the more experienced folks (they may be able to answer your questions more directly than I :-). I am speaking from my direct experience this summer. The bottom line for me is that I was able to improve my STI from running 13.50 @ 98mph in the 1/4 mile drag to 12.99 @ 105.10, this = me being very

Take care...

[chowder31]

thanx for this, I'm in the same boat as you Brandon this is good stuff.

[BrandonWRX]

Just somethign else that may seem trivial:

When looking through the variables that can be changed in ST, some are listed as realtime and some as basemap variables. Say I changed a variety fo things and wanted to save it as a basemap to try out, whats the significance of having the "R" and "B" variables.

Also, say I did not make any corrections to the knock learning and some other variables adjusted by the stock ECU programming, will it learn on its own....like turboqueef mentioned. I plan on running wolfplayers rescaled map, running it for a little while..then datalogging to see how far along the learning went and adjusting different variables to compensate for any blank spots and such.

[BrandonWRX]

also:

Ok, i was just tinkering with numbers on the boost targets and wastegate duty cycles, and anytime I change the numbers they either go red or yellow. Does this mean I have to adjust some other area to compensate? Like for example I want to increase boost response in the lower rpms; I increase all the numbers slightly in the low and midrange..2000-4000 rpms at all throttle positions. What would I have to adjust to get them int he green once again. I tried with the wastegate duty Cycles but nothing changed.


Thanks for the help,

Brandon

[TurboQueef]

Originally Posted by BrandonWRX

also:

Ok, i was just tinkering with numbers on the boost targets and wastegate duty cycles, and anytime I change the numbers they either go red or yellow. Does this mean I have to adjust some other area to compensate? Like for example I want to increase boost response in the lower rpms; I increase all the numbers slightly in the low and midrange..2000-4000 rpms at all throttle positions. What would I have to adjust to get them int he green once again. I tried with the wastegate duty Cycles but nothing changed.


Thanks for the help,

Brandon

Hi Brandon,

As I recall, the numbers change color to indicate you have moved the value outside what is saved in the ECU. It works real good for old farts like me who can't remember what the number was... before we started to tinker. If you adjust the value up and down till u see green, the green denotes the value saved in the ECU. Once you save to the ECU the color will change to green again. The color has no relationship with related changes needed somewhere else

[TurboQueef]

Originally Posted by BrandonWRX

Just somethign else that may seem trivial:

When looking through the variables that can be changed in ST, some are listed as realtime and some as basemap variables. Say I changed a variety of things and wanted to save it as a basemap to try out, whats the significance of having the "R" and "B" variables.

Also, say I did not make any corrections to the knock learning and some other variables adjusted by the stock ECU programming, will it learn on its own....like turboqueef mentioned. I plan on running wolfplayers rescaled map, running it for a little while..then datalogging to see how far along the learning went and adjusting different variables to compensate for any blank spots and such.

Me again... Understanding Realtime and Base maps confuses me too.. my basic understanding is this:

Base maps use one memory reflash in the ECU. The ECU may be limited to only 100 reflashes then it becomes junk.

Realtime maps are stored in the ECU memory but not flashed to the chip. So.. if you change Realtime parameters and send to the ECU they will stay in effect until you loose power to the ECU (disconnect battery). Then the Realtime values go away and the Base map takes over.

Read the post below, it may help clarify (but you will notice my final question was not answered yet): Question about ECU Memory Management