[RiftsWRX]

http://www.projectwrx.com/modules.ph...stage_2_93_oct. <-- you can download the file off my website here. The comment area lists the details of the file.

This is for a 2005 STI in street tuner format.

EDIT: It's in a user accessed area of the site, so if you have an account simply login and go to downloads, or make an account (it's free, and it's 20 seconds of your time)...

[crystal_Imprezav]

Catback only? Do you mean Turboback exhaust.

[LOLSTi]

Awesome Jorge!!!

[RiftsWRX]

Originally Posted by crystal_Imprezav

Catback only? Do you mean Turboback exhaust.

Nope... I meant cat back only...

[WolfPlayer]

Some comments

First and foremost, thanks for posting a calibration. Here are some comments for dicussion ...

1) In AVCS map - finally a tuner who smooths this curve. Nice. Mine is smoothed also but not as much as yours. However, mine is also a little more aggressive so I actually have less room for smoothing.
2) In the AVCS map I like to leave 2400-3200 rpms and 0.25-0.70 load at a single value (i.e. all cells at 10d). This is highway cruise and for long drives it makes sense to have the ecu stick with a single AVCS value.
3) Yay for a tuner that lowers the boost limits!
4) The boost low speed and low speed multiplier are stock. To decrease the chance of boost creep you can set the multiplier to something like 1.15 and the mph to 85. This way, when the mph goes over 85 the car is targeting less boost.
5) Wouldn't targeting a little bit more at redline allow you to hold power better? I know the turbo isn't efficient up there but it can do more than 13.5psi at 6800.
6) If you wanted to, you can get a little bit more control of boost spoolup by removing the 1800 point and adding a 2800 point.
7) Any reason you didn't modify the Air Temp Comp for the wastegate? At least here in Maryland, when it gets really cold you need to take more wastegate duty cycle away with colder temperatures on a TBE'd STI. The stock table is calibrated with 2 catalytic converters. With a single highflow cat or no cats, this table, IMHO, should be lowered. It sersiously helps out with boost creep in winter conditions.
8) I like to change that single baro comp point at 3800/22.36 to 17.97.
9) I've had some really good success by redoing the RPM points in the WGDC maps to control boost better. I'm using 2000, 2800, 3000, 3600, 4600, 5600, 6200, and 6800. This allows me to control spoolup very well (full spool at 3000rpms). It also gives me some midrange control (4600) and superior topend control.
10) The closed loop delay table still has 313 in the one cell. Any reason that you didn't remove this?
11) Yay, somebody else who sees some benefit from richening up the 1.0, 1.15 area. My only thought is - what about the 1.30 area?
12) I like setting up the primary fuel table to have an extra UNUSED column at the end. Since you can't predict the weather, it is possible the user may overshoot the load that you saw while tuning. This extra column can be setup richer so that a little extra protection is there. It does require some rescaling across the entire table though. For reference, I am using the following load values for fueling: 0.25, 0.50, 0.70, 0.85, 1.00, 1.15, 1.30, 1.60, 1.90, 2.20, 2.50, 2.80, 3.10, 3.30, 3.40
13) Ignition advance tables can be scaled similarly for similar reasons as #12.
14) Any reason that you keep the 7600 point in the Ignition advance tables? I actually remove the 7600 point to create more resolution. I set the 7200 point to 7000 and then use the dynamic advance tables for a 7200 point to pull timing out. I guess this is part of the 'art'. But, more resolution is always a good thing.
15) Why do YOU like to keep the DA B and DA C tables stock? The DA B will end up making the overall advance LESS than your DA A map in some areas and MORE than your DA B map in other areas. Reasoning?
16) Rescaling the Knock Learning table (at least for a StreetTUNER user) can help identify different knock areas.
17) Your Primary ignition table is a good example of your 'Art' Low timing, lean mixtures, etc.

I don't think that I am mentioning anything new here. It is more of a comparison of the art and a good basis for starting a discussion about your map. But, who knows, maybe we both might come out of this with something (albeit there being more of a chance with me coming away with something than you ) ... and, if not, maybe the other readers will

Thanks again Jorge!

t

[drees]

Nice analysis WolfPlayer. I don't have a STi or StreetTuner to view the map, would it be possible to get the map in another format that I could read?

BTW, WolfPlayer, your comments 3, 5, 5 & 7 could be at least partially explained that Jorge's map was tuned for a stock STi + axleback, all stock cats are in place.

[WolfPlayer]

Originally Posted by drees

BTW, WolfPlayer, your comments 3, 5, 5 & 7 could be at least partially explained that Jorge's map was tuned for a stock STi + axleback, all stock cats are in place.

Doh! I should have read more closely. Usually a 'Stage 2' Setup means AT LEAST a Downpipe.

t

[RiftsWRX]

Originally Posted by WolfPlayer

Doh! I should have read more closely. Usually a 'Stage 2' Setup means AT LEAST a Downpipe.

t

Close, it was a catback. But as mentioned, that's the biggest reasons you don't see a lot of stuff changed.

The BIGGEST reason I am VERY frugal of what I change and what I don't, is because of the file size limit for base maps. I HATE the concept of having to BS a base map, and then forcing someone to load in a realtime map to properly take care of the tune. If that means some things are more "creative" to compensate for stuff (like creep for example), then so be it.

I counter the creep issue by modifying the high/low and continuous tables to actually handle the differentiations. Problem is that it takes a little bit longer for the car to learn, but it saves precious map room by not needing to interact with other tables, etc.

Also, the last load scalings on all maps are designed for fudge factor/overboost.

Finally, that map is specially modified to ONLY use the DA-A table. B and C are ignored. That, in and of itself allows me HUNDREDS of bytes of headroom to use for other things.

Did I miss anything?

[WolfPlayer]

Ah ... you have the special Trey DA A base map

I too hated the base map limitation. It does suxor. The new Cobb stuff will not have this issue. However, if you want to get around it now, you can easily use the DIY stuff. You'll be really surprised at how quick it will flash a base map image. If there is already a Cobb base map on the ECU then using the DIY flash to flash this base map with LOTS of changes will only take about 30 seconds. Just something to consider.

t

[crystal_Imprezav]

Second that wolf, I was shocked at how fast it flashed the ecu. I thought there had to be some error the first time I tried it because it only took a little longer than a realtime map flash.

[RiftsWRX]

Difference is that I refuse to use a freeware tool on a customer's car.

[WolfPlayer]

Originally Posted by RiftsWRX

Difference is that I refuse to use a freeware tool on a customer's car.

Understood. I was just throwing it out there. A CYA is very important in your position.

t

[RainMaker]

Can someone pull the AVCS, primary fuel, and ignition maps and put them in a format that I can read (I have an 06 car) such as excel or just .txt?

thanks,
Chris

[RiftsWRX]

Originally Posted by RainMaker

Can someone pull the AVCS, primary fuel, and ignition maps and put them in a format that I can read (I have an 06 car) such as excel or just .txt?

thanks,
Chris

Be careful!!! Across '04, '05, and '06 I actually use different values!

[ride5000]

Originally Posted by RiftsWRX

Difference is that I refuse to use a freeware tool on a customer's car.

cobb certainly likes to hear stuff like that.