AccessTUNER_HelpFile_MAZDASPEED

COBB TUNINGAccessTUNER

USDM MAZDASPEEDTuning Guide and Table Descriptions

v1.15

Copyright © 2011 Cobb Tuning Products, LLC. All Rights Reserved.P.1

TM

AccessTUNER Software Guide MAZDASPEED3/MAZDASPEED6/MPS

This software has been developed to provide tuners with the essential tools needed to properly calibrate a vehicle. Please read 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 install the necessary device drivers. AccessTUNER will not open without your HASP key plugged into the computer. Once the drivers are installed, double-click AccessTUNER Pro desktop shortcut and select an ECU type.

Upon opening AccessTUNER, you are asked to choose an ECU type. AccessTUNER will populate the tables with information from the last map modified. If it is the first time AccessTUNER is opened, or the first time the ECU type is selected, a message 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) and a revised version 2 (v2b). Each version will have a slightly different method for connecting your computer to a vehicle's ECU.

• V2 – Utilizes a silver and red OBD-II connector (“dongle”) and USB to USB Mini Type-B cable. Connect dongle to OBD-II port, mini USB to dongle, regular USB to computer.

• V2B – Utilizes “pass-through” communications method. Connect computer to AccessPORT via supplied USB to USB Mini Type-B cable, then AccessPORT to OBD-II via supplied OBD-II to 9-pin, black cable. All communications will pass from the computer to the vehicle through the AccessPORT.

CompatibilityAccessTUNER is compatible with two map types – Professional and Race – which both use the file extension .ptm.

• Pro – created with AccessTUNER Professional and locked to a vendor name and/or AccessPORT serial number. Can not be opened by versions of AccessTUNER Professional that do not match the vendor name or by AccessTUNER 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 within AccessTUNER Professional, an option to lock the map by AccessPORT serial number is available.

AccessTUNER Pro Menu OptionsUnder the File, Edit, View, ECU and Help pull-down menus, you will find tools to modify a calibration and set up the AccessTUNER software. Below are more in-depth descriptions of these menus.


File - Load Map [Ctrl + Alt + O]To load a map into AccessTUNER, go to File → Load Map → Pro (or Race) and browse for the desired map. Select the map and 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 about the 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 what mechanical 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. Check this 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 made since the map was last saved.

File - Revert Changes in Active TableThis tool works like the Revert to Working Map, but reverts only the active table in the editor back to the information from the saved 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 be lost.

File - Manage Maps [Ctrl + Alt + M]Opens AccessPORT Manager, allowing you to load maps to any AccessPORT plugged into the computer. Also allows downloading/viewing Data Log files and other information from the AccessPORT.

File - Exit [Alt + F4]Exits the AccessTUNER Software.

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) and Toggles (Base). Checked or un-checked DTCs will cause the corresponding code to be active/inactive in a vehicle's ECU. The list of DTCs available is comprised of those commonly encountered 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, preventing the CEL from activating in the vehicle.

Enable 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 Abs. Load Target Table (Boost Control) - When checked, the ECU should function using this table as the only Load Target to raise or lower WGDC (which increases or decreases boost). Otherwise, the ECU uses a complex routine to look at several tables based on conditions which may lead to "inconsistent" turbo operation because the ECU is attempting to be more dynamic for conditions.

Use Boost Based Dynamics (Boost Control) - When this box is checked, the ECU will function using several Boost Tables and the MAP sensor readings in order to control boost. This should provide what you are calling "PSI tuning" vs. the “Load Tuning” the factory implements. In other words, the ECU will take the result of the Boost Target table and compare it against the actual Boost measured by the MAP sensor. If Actual Boost is greater than target boost, it will reduce the WGDC (attempt to lower actual boost). The opposite is true if Actual Boost is less than Target; the ECU will then use the authority given to it within the Boost Dynamics table to increase WGDC.

Edit - Configure Options [Ctrl + F]Configure Options is broken into 5 categories to set up the AccessTUNER software. These options only impact the tuning software and its presentation.

Gauge ListThis tab contains all possible monitors that are viewable when using the Dashboard. Simply check desired monitors that you wish to view while using the Dashboard. AccessTUNER will remember the chosen parameters per ECU type so you will not have to pick these the next time you open the software for the same ECU. The Dashboard is a window that can be used while recording data logs to actively monitor your chosen parameters. Viewing too many parameters can slow down the software's sample rate. It is recommended to view 10-15 parameters max.

Log ListThis tab contains all possible monitors that will be logged when using the AccessTUNER's data logging feature. Check the desired monitors that you wish to capture. AccessTUNER will remember the chosen parameters per ECU type so you will not have to pick these the next time you open the software for the same ECU. Logging too many parameters can slow down the software's sample rate. It is recommended to log 10-15 parameters max.


DisplayThis tab contains preferences for how data is displayed.

• Data Display Options ◦ Show Standard Units is a check-box to toggle all table data and data logging data between

standard and metric units.◦ Use Weighted Interpolation is a check-box to display the bounding box used for Live

Tracing. Checking this will cause Live Trace to appear smoother. Un-checking this makes the Live Trace box fit only in active cells.

• Map List Options◦ Expand All is used to expand all table categories upon opening AccessTUNER software.

• Warning Options◦ Show Non-Table Data Dialog allows the user to select weather or not they want to be warned

when they save a calibration with the Keep Non-Table Data box checked.◦ Keep Non-Table Data allows the user to select whether or not they want to allow the ATR

software to save any custom code patches when saving a maps. We suggest that you keep this box checked unless otherwise notified by 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 and how they are saved. Default location is the AccessTUNER 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 this menu unless instructed to do so.

Aftermarket Wide-band integrationThe remaining tabs configure and enable wide-band O2 sensors. External wide-band O2 sensors can be integrated into the software for data logging and Dashboard viewing. Once enabled, additional monitors will be available in Gauge List and Log List.

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 can be 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 is open, it can be moved and re-sized.

View - Table List [Ctrl + P]Checking this option shows the list of all available tables to modify for the selected ECU.

View - Table 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 and rows.

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 being utilized 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” and a file path will be displayed at bottom of screen. Un-checking will stop the data log and save it to the file path indicated in the Status bar. Upon stopping the data 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 command to your AcessPORT.

ECU - Change ECU [Ctrl + G]This feature is only available in the AccessTUNER Professional software and it allows you to switch between the different ECUs supported by this software suite.

Help - AboutShows AccessTUNER version and 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 and AccessPORT.

Help - Open Log FolderOpens file folder in operating system where AccessTUNER stores error log files.

ShortcutsThe AccessTUNER software uses several standard Windows keyboard shortcuts for table editing, as well as others unique to the software. Most keyboard shortcuts can be found to the right of their corresponding action in the software's drop-down menus.

Table Manipulation Shortcuts

Small Increase Value [ + ]

Large Increase Value [ Shift + ]

Small Decrease Value [ - ]


Large Decrease Value [ Shift - ]

Interpolate Horizontal [ H ]

Interpolate Vertical [ V ]

Multiply Value [ M ]

Direct Input Value [ E ]

Tuning Guide

This tuning guide is broken into the basic components of tuning a 2006-2009 MAZDASPEED3 and MAZDASPEED6, and the tables associated with each of these components. For each major tuning category, the tuning guide outlines basic tuning strategies and defines tables within this category (for example: Camshaft Phasing, Fueling, Load, and Ignition calibration).

Table of ContentsAccessTUNER Software Guide MAZDASPEED3/MAZDASPEED6/MPS................................................2

How To Open the AccessTUNER Professional Software........................................................................2How To Open the AccessTUNER Race Software....................................................................................2Connecting to an ECU...............................................................................................................................2Compatibility.............................................................................................................................................2AccessTUNER Pro Menu Options............................................................................................................2File - Load Map [Ctrl + Alt + O]...............................................................................................................3File - Save Map [Ctrl + Alt + S]................................................................................................................3File - Revert to Working Map [Ctrl + I]....................................................................................................3File - Revert Changes in Active Table......................................................................................................3File - Revert to Stock Map [Ctrl + K].......................................................................................................3File - Manage Maps [Ctrl + Alt + M]........................................................................................................3File - Exit [Alt + F4]..................................................................................................................................3Edit - Undo [Ctrl + Z]................................................................................................................................3Edit - Copy Selected Cell Values [Ctrl + C].............................................................................................4Edit - Paste Copied Cell Values [Ctrl + V]...............................................................................................4Edit - Advanced Parameters [Ctrl + A].....................................................................................................4Edit - Configure Options [Ctrl + F]...........................................................................................................4

Gauge List.............................................................................................................................................4Log List.................................................................................................................................................4Display..................................................................................................................................................5Logging.................................................................................................................................................5Communications...................................................................................................................................5Aftermarket Wide-band integration......................................................................................................5

Edit - Base Map Properties........................................................................................................................5View - Dashboard [Ctrl + B].....................................................................................................................5View - Table List [Ctrl + P]......................................................................................................................5View - Table Graph [Ctrl + H]..................................................................................................................5View - Status Bar [Ctrl + U].....................................................................................................................6View - Data Log Viewer [Ctrl + Shift + D]..............................................................................................6


View - 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

Tuning Guide.................................................................................................................................................71st – Please update your AccessPORT firmware, review some helpful documents, and start with the appropriate base map...............................................................................................................................112nd – Datalog and establish or verify the proper part throttle and WOT MAF calibration settings for the fuel system, intake system and other hardware that will be used for calibrating the engine............123rd – Establish proper boost targets, boost limits table values, and absolute load limit table values.....144th – Establish proper safe fuel curves....................................................................................................145th – Establish proper ignition advance table settings............................................................................156th – Modify the Throttle – Req. Load – X Gear (Norm BAT) torque targeting tables, Boost Dynamics, and Load Dynamics tables in order to achieve the boost control characteristics that you would like....177th – Modification of throttle table settings for part throttle and WOT throttle controls. Advanced calibrations..............................................................................................................................................188th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc. .........................18

Addendum 1 - How Mazda’s 2.3L DISI Turbo Factory Boost Control System Works v1.00....................19Chapter 1 – Hardware..............................................................................................................................19Chapter 2 – Plumbing..............................................................................................................................21Chapter 3 – Hardware Function..............................................................................................................22Chapter 4 – Mechanical Calibration........................................................................................................23

Addendum 2 – Tuning Guide for Pressure-Based Boost Tuning (BT)........................................................341st – Please update your AccessPORT firmware, review some helpful documents, and start with the appropriate base map...............................................................................................................................342nd – Set your Boost Targets and WG Duty Cycles table settings to zero. Datalog and establish or verify the proper idle, part throttle, and WOT MAF calibration settings for the fuel system, intake system and other hardware that will be used for calibrating the engine.................................................343rd – Establish proper boost targets, boost limits table values, and absolute load limit table values.....344th – Establish proper safe fuel curves....................................................................................................345th – Modify the Boost Targets, Boost Dynamics, WG Duty Cycles, and Throttle – Req. Load – X Gear (Norm BAT) tables in order to achieve the boost control characteristics that you would like......366th – Refinement of WOT fueling and the ignition advance table settings, then determining MBT at WOT........................................................................................................................................................387th – Modification of throttle table settings for part throttle and WOT throttle controls. Advanced calibrations..............................................................................................................................................398th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc. .........................40

Boost Tables.................................................................................................................................................41Boost Comp : 1st - 2nd Gear A-B......................................................................................................41Boost Comp : 3rd Gear A-B...............................................................................................................41Boost Comp : 4th Gear A-B...............................................................................................................41Boost Comp : 5th - 6th Gear A-B.......................................................................................................41Boost Comp. - Baro............................................................................................................................42Boost Dynamics..................................................................................................................................42


Boost Limits - Fuel Cut......................................................................................................................42Boost Limits - Throttle Close.............................................................................................................43Boost RPM Comp A-B.......................................................................................................................43Boost Targets......................................................................................................................................44WG Duty - Baro. Comp......................................................................................................................44WG Duty - Battery Comp...................................................................................................................44WG Duty - IAT Comp........................................................................................................................45WG Duty Cycles.................................................................................................................................45

Closed Loop Tables......................................................................................................................................46Closed Loop – Exit Delay A-C...........................................................................................................46Closed Loop – Max Load A-E............................................................................................................46Closed Loop – Max Throttle A-E.......................................................................................................46LTFT Learning ECT Compensation...................................................................................................47LTFT Learning Zone A-F Breakpoint................................................................................................47

Fuel Tables...................................................................................................................................................47Fuel CL Commanded EQ (base).........................................................................................................47Fuel Commanded EQ Max Enrichment Allowed...............................................................................48Fuel OL Commanded EQ (Throttle Closed)......................................................................................48Fuel OL Commanded EQ (base)........................................................................................................48Fuel OL/Part Throttle Commanded EQ (Knocking)..........................................................................48Fuel OL/Part Throttle Commanded EQ (No Knock).........................................................................48Fuel OL/Part Throttle Commanded EQ (unused)...............................................................................48Fuel OL/WOT Commanded EQ (Knocking).....................................................................................49Fuel OL/WOT Commanded EQ (No Knock A-B).............................................................................49

Gear Ratio Tables.........................................................................................................................................491st-6th Gear Ratio...............................................................................................................................49Final Drive – 1-4th..............................................................................................................................49Final Drive – 5-6th..............................................................................................................................49

HPFP Control Tables...................................................................................................................................50HPFP Desired Pressure – Max A........................................................................................................50HPFP Desired Pressure – Max B........................................................................................................50HPFP Desired Pressure A-F...............................................................................................................50HPFP Desired Pressure ECT Comp...................................................................................................50HPFP Sensor Offset............................................................................................................................51HPFP Sensor Scaler............................................................................................................................51

Idle Tables....................................................................................................................................................51Idle Speeds A-B..................................................................................................................................51

Ignition Tables.............................................................................................................................................52Ign BAT vs ECT Comp. - % Used.....................................................................................................52Ign BAT vs ECT Comp. A-B.............................................................................................................52Ign Low Octane Reduction.................................................................................................................53Ign Per Cylinder Comp.......................................................................................................................53Ign Low Octane Reduction.................................................................................................................53Ign Table – High Throttle/OL (Knocking).........................................................................................53Ign Table – High Throttle/OL (No Knock)........................................................................................53Ign Table – Low Throttle/OL (Knocking)..........................................................................................55Ign Table – Low Throttle/OL (No Knock).........................................................................................55Ign Table – Max A-B..........................................................................................................................56

Knock Tables...............................................................................................................................................56


Knock Retard – Decay Magnitude A..................................................................................................56Knock Retard – Decay Magnitude B..................................................................................................56Knock Retard – Decay Rate A-B........................................................................................................56Knock Retard – Multiplier..................................................................................................................56Knock Retard – Offset........................................................................................................................57Knock Retard Active – Min ECT.......................................................................................................57Knock Retard Active – Min Load A-B...............................................................................................57Knock Retard Active – RPM (Max)...................................................................................................57Knock Retard Active – RPM (Min)....................................................................................................57

Limiter Tables..............................................................................................................................................58FFS Rev Limiter.................................................................................................................................58LC Vehicle Speed Limiter..................................................................................................................58Launch Control (LC) Rev Limiter......................................................................................................58Normal Rev Limiter............................................................................................................................59Speed Limiter Hysteresis....................................................................................................................59

Load Tables..................................................................................................................................................59Abs Load Limits - Fuel Cut................................................................................................................59Abs Load Targets................................................................................................................................60Calc. Load Max. A-B..........................................................................................................................60Load Dynamics...................................................................................................................................60Throttle – Gear Based Req. Load – High BAT Flag Off....................................................................60Throttle – Gear Based Req. Load – High BAT Flag On....................................................................61Throttle – Req. Load – 1st Gear (High BAT) / Throttle – Req. Load – 1st Gear (Norm BAT).........61Throttle – Req. Load – 2nd Gear (High BAT) / Throttle – Req. Load – 2nd Gear (Norm BAT)......61Throttle – Req. Load – 3rd Gear (High BAT) / Throttle – Req. Load – 3rd Gear (Norm BAT).......62Throttle – Req. Load – 4th Gear (High BAT) / Throttle – Req. Load – 4th Gear (Norm BAT)........62Throttle – Req. Load – 5th Gear (High BAT) / Throttle – Req. Load – 5th Gear (Norm BAT)........62Throttle – Req. Load – 6th Gear (High BAT) / Throttle – Req. Load – 6th Gear (Norm BAT)........63Throttle – Req. Load – Max A-B........................................................................................................63Throttle – Requested Load : Baro v. RPM.........................................................................................63Throttle – Requested Load A-C..........................................................................................................64

Radiator Fan Tables (Beta)..........................................................................................................................64Radiator Fan – ECT Thresholds.........................................................................................................64Radiator Fan – Voltage Compensation...............................................................................................65

Sensor Cal. Tables........................................................................................................................................65MAF Table A-B..................................................................................................................................65MAP Scaler for EM/Log/OBD – Component A................................................................................67MAP Scaler for EM/Log/OBD – Component B.................................................................................67MAP Scaler for EM/Log/OBD – Offset.............................................................................................67

Throttle Tables.............................................................................................................................................68APP Translation : 0Neutral.................................................................................................................68APP Translation : 1st-6th Gear...........................................................................................................68APP Translation : Baro. Comp...........................................................................................................68APP Translation : Speed Comp..........................................................................................................69DBW Throttle A-C.............................................................................................................................69

VVT Tables..................................................................................................................................................69VVT Intake Cam Adv.........................................................................................................................69

Toggles.........................................................................................................................................................70Enable Ignition Per Cyl. Comp...........................................................................................................70


Use Abs. Load Target Table (Boost Control).....................................................................................70Use Boost Based Dynamics (Boost Control)......................................................................................70

This document is intended to assist you with the calibration and tuning of your Mazda 2.3L DISI engine using the Cobb Tuning AccessTUNER software. This document has broken down the process into 8 basic steps. Please read through this guide before you attempt to tune your Mazda 2.3L DISI engine with the AccessTUNER software. This document will break down the calibration and tuning process into what tables you will be tuning in each section, what engine variables you will want to datalog to tune each section, and what adjustments should be made to your calibration. We have also written Table Descriptions and Tuning Tips for most tables in the software, you can access these help documents by pressing the “F1” key while that table is highlighted in the Table List using the AccessTUNER Professional or AccessTUNER Race software.

We highly suggest you log the following parameters for the tuning process:

Abs. Pressure (kPA, PSI, kPA)Accel. Pedal Pos. (%, %, %)Actual AFR (Lambda, AFR, AFR) *Baro. Pressure (kPA, PSI, kPA)Battery Volt.Boost (kPA, PSI, kPA) *Boost Air Temp. (C, F, C)Calculated LoadCoolant Temp. (C, F, C)DI Fuel Press. (kPA, PSI, kPA) *Equiv. Ratio (Lambda, AFR, AFR) Fan Duty (%, %, %)Fuel Inj. Amt.Inj. Duty Cycle (%, %, %)Inj. Pulse WidthIntake Temp. (C, F, C)Intake Valve Adv.Knock Retard (degrees, degrees, degrees ) *Long Term FT (%, %, %) *MAF VoltageMass Airflow (g/s, g/s, g/s) *RPM (RPM, RPM, RPM) *Short Term FT (%, %, %)Spark Adv. (degrees, degrees, degrees) *Throttle Duty Cyc. (%, %, %)Throttle Position (%, %, %)Vehicle Speed (kph, mph, kph) *Wastegate Duty (%, %, %) *

* The variables that are in bold are the default 10 datalog list for the AccessPORT.

Now we are going to walk you through establishing your initial calibrations for your base map. Establishing calibrations is different from tuning. Please read through this document and establish proper calibrations for your vehicle before you begin to tune for power. You want to determine and establish calibrations without creating excessive stress or damaging your engine assembly. These 8 steps have been put in this particular order to assist you with establishing a safe calibration for your vehicle without over stressing the engine.

During your tuning session please make sure that your Intake Air Temperature (IAT) and 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 always the same when you start your power run. Otherwise, you can chase your tail trying to tune boost or ignition advance if your ECU is in different compensatory tables due to the change in either of these temperatures. You can also turn the engine off (then cycle the key back to the “ON” position so you do not lose the connection to your ECU) for a short period of time with a fan blowing on the vehicle. Shortly after you start your vehicle, free rev the engine from ~3500 to ~5500 RPM six to eight times; this will spin the water pump pulling the hot coolant out of the block and replacing it with the colder coolant from the radiator.

1st – Please update your AccessPORT firmware, review some helpful documents, and start with the appropriate base map.Please start with a standard base map that best fits the hardware installed on your vehicle. You can read the long description of the base map to see what hardware the map was designed for.

MS3 Base Maps = http://www.accessecu.com/accessport/mazda/AP-MAZ-02/MS3Maps.htmlMS6 Base Maps = http://www.accessecu.com/accessport/mazda/AP-MAZ-02/MS6Maps.html2010 MS3 Base Maps = http://cobbtuning.com/products/?id=5918

Please be sure to update the firmware on your AccessPORT to the latest firmware by following these instructions =http://www.cobbtuning.com/info/?ID=4106

Please review the MS3-MS6 Service Bulletin. This document contains Technical Service Bulletin (TSB) information from Mazda, Operating Experiences from MAZDASPEED owners, and other suggestions about what services should be performed prior to dyno tuning.


http://www.accessecu.com/accessport/mazda/AP-MAZ-02/MS3-MS6%20Service%20Bulletin%20v1.02.pdf

http://www.cobbtuning.com/info/?ID=4106

http://cobbtuning.com/products/?id=5918

http://www.accessecu.com/accessport/mazda/AP-MAZ-02/MS6Maps.html

http://www.accessecu.com/accessport/mazda/AP-MAZ-02/MS3Maps.html

We have also included a MAZDASPEED HelpFile that you can access by pressing the F1 key while the software is open. We have written a detailed description for all tables and tuning tips for most tables. Please take into consideration that the engineers who established these calibrations did so in a very scientific manner and most of these calibrations are optimal already.

2nd – Datalog and establish or verify the proper part throttle and WOT MAF calibration settings for the fuel system, intake system and other hardware that will be used for calibrating the engine.To capture this data please follow the below directions:

This test should be done carefully. Allow the vehicle to idle for a few minutes, then drive for about 50 city miles at light throttle. Please make sure the ECU has not been reset or the battery disconnected for these 50 miles. Set the AccessPORT or AccessTUNER software up to datalog the standard 10 AccessPORT variables along with Long Term FT1 ( LTFT ), Mass Airflow, and Short-Term Fuel Trim (STFT). Be sure to have MAF Flow displayed on the screen as you prepare to log. Start in 2nd gear at 1500 RPM then very slowly modulate throttle from there over the next 20 seconds, please be sure to accelerate at a steady rate until you exceed 100 grams/sec airflow. After you have completed this test up to 100 grams/sec, please put the car in neutral and allow the car to idle for a few seconds. Then steadily open the throttle while the car is in neutral until you exceed 30 grams/sec, then stop the datalog. This will allow us to see what type of learning the stock ECU is doing to compensate for the intake system that is installed on this car. Ideally, you want your LTFT values to be closer 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 along the 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 various hardware installed on the vehicle. You should only need to apply these adjustments once prior to continuing the tuning process. One objective is to calibrate the MAF sensor for part throttle conditions. The other objective is to calibrate the MAF sensor so the WOT fuel tables can be accurate. From what we have seen with these vehicles,

the MAZDASPEED3 (MS3) and MAZDASPEED6 (MS6) have different learning breakpoints for the LTFT corrections.

The MS3 uses five different LTFT Breakpoints from;0 – ~5.70 grams/sec~5.01 – ~18 grams/sec~18.01 – ~30 grams/sec~30.01 – ~77 grams/sec~77.01 grams/sec – full sensor range

The MS6 uses five different LTFT Breakpoints from;


12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

71

0

1000

2000

3000

4000

5000

6000

7000

0

20

40

60

80

100

120

140

LTFT Analysis

RPM (RPM)Rel. Thrott. Pos. (%)Long Term FT1 (%)Mass Airflow (g/s)

Sample Number

0 – ~5.70 grams/sec~5.71 – ~18 grams/sec~18.01 – ~30 grams/sec~30.01 – ~69 grams/sec~69.01 grams/sec – full sensor range

If you are operating the engine with an intake system which has a larger diameter that the stock intake system then you will want to use the global multiplier value calculated from the “Intake Calibrations” tab located in the “AccessTUNER Calibration & Tuning Guide Worksheet for MAZDASPEEDs.” This multiplier should be applied to the entire MAF Calibration curve.

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/fuel value dictated in the Primary Fuel table or by the closed loop control targets, 1 Lambda. The factory ECU airflow adjustments table is based on MAF Voltage. The data in this table is represented in grams per second; this is the only table that exists for the sole purpose of adjusting MAF transfer (or MAF calibration) values. Under normal idle and light throttle closed loop conditions the ECU is always going to try and hit 1 Lambda or the stoichiometry of the fuel you are 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 to every 1 fuel mass.

This paragraph has been composed to give you a better understanding about how fuel trims work for this vehicle. If you follow the above steps and capture a datalog, you will not need to follow the steps in this paragraph. Start the vehicle, let it idle, and come to temperature...it may not perfectly idle, but just deal with it until it comes to temperature, 180-190 F. Use the dashboard to pull up your STFT, LTFT, MAF Voltage, and Coolant Temp. After the vehicle has come to temperature, watch your MAF voltage and A/F trims. You want the combination of your A/F trims to be as close to 0 as possible. EX = If your STFT is +5% and LTFT is 0, then simply look up the MAF Voltage, which should be close to 1.2-1.28 volts at idle, on the MAF Calibration table and adjust the grams/sec value for that voltage up (+) until your combined fuel trims are 0 or close to zero. 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 and hit the “M” key, you will then be prompted to enter a floating point value. The correct value for this particular situation would be 1.06. This adjustment will now tell your ECU for that particular MAF voltage you now have a 6% greater MASS of air entering the engine so 6% more mass of fuel should be injected. After this adjustment is made and your ECU flashed with the map, your A/F Trims should be close to zero. (If that total is -6% then you can highlight the MAF Calibration cell for that particular MAF voltage and 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 adjustment will 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 learned trims. Reset your ECU while live data logging, close down any tracing or dashboard, then you can go to the “ECU” drop down menu and select the Reset ECU option. You will be prompted to turn your vehicle fully off and back on again.

Complete these calculations along the MAF Calibration table up to 2.6 volts or so ON A LOAD-BASED CHASSIS DYNO at part-throttle. Be sure to run the vehicle with the A/C on as well to make sure your calibrations are consistent. If you have a properly designed intake system, the MAF Calibrations should look very similar to your stock MAF Calibration graph under the table data. Be sure to keep your throttle movement as steady as possible during this process. Rapid movements of the throttle may employ adjustments from the tip-in enrichment conditions and may skew your fuel trims.

Your trim values will always adjust back and forth (+/-); let them, that is what they are supposed to do. Do not beat yourself up trying to get them at exactly 0...it is impossible (temperature, weather, gasoline, etc. changes will not keep anything constant 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 settings around the MAF voltage the vehicle idles. We have found that the stock calibration settings at idle can be too far apart and they may need to be adjusted so they are closer together at the MAF voltage where the vehicle idles. For this example we 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 something is 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 remain constant, the less airflow you calibrate in the ECU for a given MAF voltage; the less engine load will be calculated. This is particularly difficult to deal with because this also changes the torque calculations completed by the ECU. This is why we suggest you use historical LTFT data to make one major revision to your MAF calibration. Once you verify that your LTFT does not go beyond +/-8% at idle and part throttle, and your Actual AFR matches the values in your WOT fuel tables, then should not need to address the MAF calibration again. If you see your LTFT values suddenly change, this may mean something mechanical has changed with the engine. Please mechanically check all vacuum, intake, charge pipe, and intercooler connections to make sure they are properly sealed.

What all of the above 2nd step means to you:


http://www.accessecu.com/accessport/mazda/AP-MAZ-002/AccessTUNER%20Calibration%20&%20Tuning%20Guide%20Worksheet%20for%20MAZDASPEEDs.xls

- It takes significantly less time and is much easier to calibrate the MAF sensor based on historical data. We highly suggest you allow the vehicle to run on a calibration for at least 10 miles of street driving and a few key cycles so the ECU is allowed to learn and 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 and same or different parts will perform differently based on the LTFT value the ECU has learned.- The MS3 and MS6 have the same MAF housing, but different MAF Sensor calibrations.

3rd – Establish proper boost targets, boost limits table values, and absolute load limit table values.

Several tables exist within the ECU that control when the engine cuts fuel and closes the throttle plate if the engine exceeds a determined safety limit. We have found it helpful to establish proper boost targets in the Boost Targets tables in order establish these various safety limit values. The ECU does not use the Boost Targets table under normal Wide Open Throttle (WOT) conditions. However, we have set up a worksheet that calculates proper Boost Limits - Fuel Cut and Boost Limits - Throttle Close table values based on the values on the Boost Targets table. The Boost Limits table will cut fuel to the engine 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 these values slightly under the Boost Limits - Fuel Cut table values is an appropriate strategy to help use the throttle control system in order to prevent an over boost situation. By basing the Boost Limits - Fuel Cut and Boost Limits - Throttle Close table values off the Boost Targets 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 load values in this table. We can speculate that this table was used to establish the fueling limitations of the stock CDFP. If the ECU calculates that engine load is exceeding these values, then fueling is temporarily cut to the engine until the calculated engine load falls below these values.

What all of the above 3rd step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling demand. If you see your DI Fuel Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFP usually hold DI Fuel Pressure at ~1500-1600psi, most high-flow CDFP usually hold DI Fuel Pressure at 1600-1800psi. We highly suggest you verify fueling supply is capable of fueling demand and that you set various limit tables appropriately.

4th – Establish proper safe fuel curves.

Please make sure that the Weighted Interpolation box has been checked. This setting is found in the Display tab of the Configure Options menu, which can be accessed in the software by pressing CTRL+F key.

The fuel targets at idle and at light throttle will and should always be 1 Lambda (or 14.68 AFR with petrol), for this is a Closed Loop (CL) fueling target. When you increase your engine load from idle or part throttle you should always see a smooth transition from 1 Lambda (14.68 AFR) to your Open Loop (OL) fuel targets. These dictated fuel targets are in the Fuel OL/WOT Commanded EQ (No Knock) table. If steps 1, 2, and 3 have been properly performed then you should not need to modify much of your part throttle fuel targets because the transition will always go from ~1 Lambda down to the desired Lambda or AFR for WOT. This transition will only happen after any closed-loop delays have taken place.



Fuel OL/WOT Commanded EQ (No Knock) calibration. We suggest you start off with excess fuel and run the engine richer than you want for your final tune, something around 0.68 Lambda (lower 10.X:1 AFR Petrol). Leaning the engine out 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 and compare it to your dictated Lambda (AFR) in your Fuel OL/WOT Commanded EQ (No Knock) table; you can make your adjustments to your MAF Calibration from there. We highly advise that you start your WOT pulls by focusing on the mid RPM ranges then working your way up to just before redline. EX: Start your pulls on the dyno from 3200 RPM and go to 4200 RPM. Check the values dictated in your Fuel OL/WOT Commanded EQ (No Knock) 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 and you measure 12.0 in the exhaust stream, then you will want to add (+) grams/sec for the MAF voltage that corresponds for that RPM and load point. The specific adjustment for the above situation should be multiplying the corresponding MAF flow grams/sec by 1.0909 = 12/11. You should be measuring very close to the same Lambda (A/F Ratio) in your exhaust stream that you have dictated in your Fuel OL/WOT Commanded EQ (No Knock) table. Your trim values will always adjust back and forth (+/-); let them, that is what they are supposed to do. You should not have to modify the MAF Calibration table if you have a stock vehicle. We highly suggest you do not spend excessive time tuning your MAF Calibration table just so the A/F output matches exactly what is dictated in the Primary Fuel table. You will chase your tail getting it spot on…then you will fill up at a different gas station that will have a different quality fuel and the targets may be slightly off.

For the next pulls you can go from 3200 RPM to 5200 RPM, then 3200 RPM to 6200 RPM, until you can safely make pulls from 3200 RPM to just before redline. Again verify that what you measure with the Actual AFR matches what you have in the Fuel Table WOT.

NOTE: IF ANY REPORTS OF KNOCK RETARD (KR) ARE PRESENT DURING THE PULL, THE ECU WILL INJECT ADDITIONAL FUEL TO HELP PREVENT REPORTS OF KR. The higher the reports of KR, the more fuel (in addition to the fuel dictated in the Fuel OL/WOT Commanded EQ (No Knock) table) the ECU will inject. In order to verify the MAF Calibration is set up properly, you will need to make sure that KR is not reported for the entire pull. This may require that you run a lower than 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 Loop tables. Please use caution when doing so for this will change when and how the car transitions from closed-loop to open-loop operations which can greatly affect driving quality.

What all of the above 4th step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling demand. If you see your DI Fuel Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFP usually hold DI Fuel Pressure at ~1500-1600psi, most high-flow CDFP usually hold DI Fuel Pressure at 1600-1800psi while at WOT.- Some DISI ECUs switches logic and blend fueling strategies in different modes. Fueling can go from stratified to homogeneous, and back. Torque targeting can go from boost targeting to load targeting. Closed-Loop (CL) to Open-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 a proportion of fuel.

5th – 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 many variables are constantly changing during engine operation and it is impossible to avoid detonation under every condition. The objective of ignition advance tuning is calibrating the ignition advance tables to MBT, Minimum spark advance for Best Torque output. This is a state where you have calibrated the ECM to the maximum power available, or the maximum power that the engine can produce under the given conditions (engine hardware, fuel quality, atmospheric conditions, etc.). Adding less ignition advance will usually lose power (and increase Exhaust Gas Temperature (EGT)); adding more ignition advance will usually lose power, decrease EGT, and bring the motor closer to the detonation threshold. You want to start off with less total ignition advance than you are going to run for your final tune. Too much ignition advance for any given RPM and calculated engine load can destroy an engine very quickly. Again, the objective is to run as little ignition advance as possible while making the greatest amount of torque.

Finding MBT can only be safely completed with a good load based chassis dynamometer that has the ability to load the vehicle and measure the torque output at the same time. Chassis dynos such as Mustang Dynamometer, Bosch, and Dyno Dynamics have this ability. You can start off in the higher gears (lower engine RPM) and have the chassis dyno hold the vehicle and give you the torque output of the vehicle at a RPM breakpoint on your ECU calibration. You can start out at very light (low TPS) loads holding the vehicle at one specific load for the ignition table(s) and slowly add ignition advance in different maps until the vehicle does not make any more torque or gets close to the knock threshold for the engine. One suggestion is that you increase ignition advance for each particular cell until you see that torque no longer increases with the additional ignition advance. Now back off 2-3 degrees of ignition


advance to keep the calibration on the safe side. Once you find where the engine produces the maximum amount of torque with the least amount of ignition advance, this is MBT. Tuning for MBT will take a very, very long time and is not suggested unless you are very experienced with the particular chassis dyno you are using and 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 is using for part throttle conditions. You will need to datalog the following variables: RPM, Engine Load, Spark Adv. (°), Knock Retard (°), Throttle Position (%), and 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 in CL or Open-Loop (OL). As the ECU recognizes Knock Retard (KR), the ECU will remove ignition advance until the KR is no longer reported. Please take into account the reporting of KR is historical. Once KR is reported, the ECU will continue to remove ignition advance until the ECU detects that it will not need to remove ignition advance. At this point in time, the ECU will continually 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 the ECU will use another table or set of tables. Generally speaking, the ECU will try to run as much ignition advance as possible during part-throttle conditions in order to determine MBT. This is done through advanced detonation detection measures using the knock sensor. When the ECU calculates reports of KR while at WOT, the ECU will remove ignition advance and add fuel to help protect the engine. If the ECU does not run excessive ignition advance, then it cannot determine the detonation threshold 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...and the engine will still detonate (and the ECU will report KR) under some conditions.

For tuning of your ignition advance curves at WOT or Open-Loop (OL), we suggest you begin with less total ignition advance than is optimal, that way you can work your way up from there. Generally speaking, a turbo-charged Direct Injection Spark Ignited (DISI) Mazda engine will run the least amount of ignition advance near peak torque and ignition advance will generally rise with RPM in order to keep up with the increasing piston speed. This trend is normal for most internal combustion spark 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 producing much boost under cruise conditions and ignition advance will usually be higher. As VE increases at WOT (when the turbo is producing boost) ignition advance will go down to its lowest point by peak torque then it will slowly increase during the torque plateau. This is not due to decreasing VE, but is done in order to keep up with the increasing piston speeds. Once torque begins to fall off you will see ignition advance increase at higher rates. This is due to the decreasing VE or torque and is also done in order to keep up with the increasing piston speeds; you have to start the burn earlier so that the pressure wave expansion occurs at the optimal time. Ultimately, you will always want the combustion pressure wave occurring inside the combustion chamber to exert maximum force so the piston/connecting rod assembly pushes on the crankshaft at the same timing after-top-dead-center (ATDC). This optimal position to exert downward pressure on the piston is usually between 9-16 degrees ATDC.

We have found that one must have a chassis dyno to help find the thresholds for maximum ignition advance for a particular engine and the fuel that is being used. The objective of ignition tuning is very simple. You are trying to start the flame front, BEFORE TDC (or after on a DISI engine), so that the peak of the combustion chamber pressure wave pushes down on the piston at the same time AFTER TDC. This is why values in the ignition advance tables are in degrees of ignition advance before (positive values) and 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 your engine and the fuel you are using. If your ECU and engine are happy with your calibration you will generally see that the ECU will 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 does not go above 2 across the RPM range and the ignition is a smooth predictable curve. This is not the only way to tune, just one perspective. You can carefully run more ignition advance so that the ECU will show you if the engine wants more ignition timing. You can increase total ignition advance in small increments, .5 - 1 degree of ignition advance. Once you are able to find the optimal ignition advance curve your engine wants for the particular fuel you are using you should see that your total ignition 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 efficiency does not naturally exist. With this said, peak VE is found at peak torque so the engine will need the least amount of ignition advance under these conditions. After the engine's torque peak, you will typically need to increase ignition advance in order to keep up with the increasing piston speeds the engine will see as RPM increase. Please take into account that once you exceed MBT (Minimum spark advance for Best Torque output); it is possible to make less power with more ignition advance and this additional ignition advance beyond MBT has the ability to damage an engine. This is when tuning on a load based 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 advance is too aggressive for the given conditions, by using feedback from the knock sensor, the ECU will report KR and remove the excessive ignition advance...THIS IS NORMAL. Please understand that detonation at light engine loads is not as much of a concern as KR while at WOT. The cylinder pressures at part throttle are not significant enough to damage the engine as to where the cylinder pressure at WOT can damage an engine if detonation is sustained. This allows the ECU to run the engine on various different fuel qualities that are available across the United States. Reports of KR may not be present while running 93 octane, but KR may report at part throttle while running 91 octane.

The ECU has two pairs of main ignition advance look-up tables. As you have the software open, you can press the CTRL+K keys then you will be prompted if you want to revert the ECU back to stock values. By doing this you can see how the factory settings are the same for two pairs of main ignition advance look-up tables. Being that these tables are set the same 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 5th 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 and compressed coil spring tension are two minor pieces of hardware that may need to be replaced or inspected prior to tuning.


6th – Modify the Throttle – Req. Load – X Gear (Norm BAT) torque targeting tables, Boost Dynamics, and Load Dynamics tables in order to achieve the boost control characteristics that you would like.

You will need to datalog the following variables: Actual AFR, Boost, Boost Air Temp., DI Fuel Press., Knock Retard, Throttle Position, RPM, Vehicle Speed, Wastegate Duty to help you identify which table(s) the ECU is looking-up for open-loop torque targeting. The MS ECU will also usually switch between the Norm BAT and High BAT Throttle – Req. Load tables based on the Boost Air Temp values. The objective is to keep the intercooler efficiency high enough and turbo boost low enough to keep the BAT values consistent and within the heat exchanging abilities of the hardware installed on the vehicle.

First we would like to review some of the stock MS ECU logic. The ECU will use the lowest torque target from one of the three groups of tables:

Throttle – Req. Load – X Gear (Norm or High BAT)Throttle – Requested Load : Baro v. RPMThrottle – Requested Load

This logic allows several different strategies to be used to calibrate these ECUs. One can set two of the tables to higher values; this would force the ECU to allow torque to be tuned by the one table (or group of tables) with the lowest torque target values. This would allow the Throttle – Requested Load : Baro v. RPM table or the Throttle – Requested Load table to be used to tune torque for all gears. On the other hand, one can set the above two requested load tables to higher values and then the torque targeting tables associated with each gear can be used. This is what we have chosen to do with our OTS maps so we can try to map boost differently in each gear based on the differing load conditions for 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.

Being that this engine is turbocharged makes the tuning process fairly straight forward. The turbocharger boost levels are the main variable used to create torque. When you increase your torque targets for a particular gear, you will see the ECU uses more Wastegate Duty (%) in order to achieve the higher torque (boost) levels. If you see that you are overshooting boost levels, you can simply decrease your torque targets for that particular gear.

If you are increasing or holding wastegate duty cycles steady and boost is dropping then you have most likely reached the threshold of the mechanical efficiency of the turbo or your exhaust gas back pressure prior to the turbo is too high and 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 the over boosting event to allow the exhaust energy to be released past the turbine wheel.

The Boost Dynamics and Load Dynamics are used to fine tune boost or torque control characteristics. These tables give the ECU authority to remove WGDC when an over boost or over load condition occurs, and add WGDC when an under boost or under load condition occurs. These tables are used to help correct boost and torque targeting values when an over boost (or over load) or under boost (or under load) condition occurs. These tables are calibrated to help control the smaller stock turbo, if you 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 your turbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it was engineered to run. If you make your wastegate react quicker then boost will be very difficult to stabilize and reach peak #s at an earlier RPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make and maintain boost will have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along the path 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 manifold is installed in conjunction with a high flow intake and cat-less exhaust system. You can modify the boost control system by changing the size of the orifice in the restrictor pill. Although, installing a properly designed stainless steel substrate high-flow catalytic converter will significantly assist with controlling turbo overrun conditions and will have a nominal effect on power 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 differently based 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. You can have one table for all torque targets, or you can target torque per gear.- The ECU may switch between boost targeting and torque targeting for closed-loop and open-loop operations.


7th – Modification of throttle table settings for part throttle and 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, DI Fuel Press., Knock Retard, Throttle Position, RPM, Vehicle Speed, and Wastegate Duty to help you identify which table(s) the ECU is looking-up for closed-loop or open-loop boost and torque targeting.

The APP Translation tables represent how the Accelerator Pedal Position (APP) values are reported to the ECU on a per gear basis. The x-axis values in these tables are APP read-only values and the cell data is the reported APP values that are used by the ECU for throttle controls. These tables use read-only APP values to look up a APP value that is reported to the ECU for throttle controls. The stock values work very well. Although, if you are to modify these values, we highly suggest you drive the vehicle and datalog APP and TPS values to get a better idea about how this vehicle drives withthe various changes. These vehicles tend to use switching and 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 calculated engine load, and thus requested torque. The table is referenced by the Engine RPM on the x-axis and by the calculated engine load on the y-axis. Table values are the relative throttle duty cycle the torque targeting system system will drive the electronic throttle body in an attempt to target the associated torque. Higher values mean more duty cycle, lower values mean 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 and WOT conditions. The requested torque 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 very effective and we suggest you start there.

What all of the above 7th step means to you:- As was done with the factory calibrations, throttle controls can be effectively used to help manage the torque output of the engine or for protective measures to help prevent overrun (over rev) conditions.

8th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc. We have written a detailed description for all tables and tuning tips for most tables. You can access this information by pressing the “F1” key while

the particular table you want to learn about is highlighted in the table list located on the left hand side of the software. Please take into consideration that the engineers who established these calibrations did so in a very scientific manner and 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 an AFR Petrol of 14.68:1 and the ECU might modify the injector pulse width (IPW) to a point where the ECU will not allow a fuel injector to fully open and close due to the short pulse width is running in order to hit this fuel target. Larger fuel injectors need a minimum injector pulse width in order to fully open and close; if the engine is idling too low then the pulse width is too short to allow the injector to work properly and 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 easiest way to determine what settings are optimal is to start with the OTS calibration settings or the final settings from your tuned calibration, then you can create two calibrations. One will have +5 VVT, one with -5VVT from those original settings. You can then run each of these calibrations a few time at WOT to see if any particular settings makes more power for a given RPM/Calculated Load. If you see that a particular RPM has increased torque output, then you can modify the original calibration that you started with to have the VVT settings that showed an improvement in torque output for the given RPM/Calculated Load then re-test. Please take into account that modifying VVT will also mechanically modify when the fuel is injected which can create other efficiencies/deficiencies. Even though VE may increase with a different VVT setting, it may not increase to a point where the different spraying pattern for the fuel increases power beyond what the original VVT settings demonstrate.

In order to assist you with with the calibration of your ECU using the AccessTUNER software, we have uploaded all of our base calibrations for you to start with. These calibrations can be found below for the various vehicles from this link = http://www.cobbtuning.com/info/?ID=4332

We also have a General AccessTUNER thread on our forums where you can ask us and other AccessTUNER users questions about how to use the software, what hardware has performed best, and other tuning tips. Here is a link to that thread = http://www.cobbforums.com/forums/forumdisplay.php?f=27

We hope this AccessTUNER Tuning Guide has been helpful. Please e-mail any criticism or comments to [email protected] so we can here back from you about how the material is presented, if the material is helpful, etc. We want to make constant improvement to our services and products and we need your feedback in order to achieve this.

What all of the above 8th step means to you:- Modifying VVT is a mechanical change because it also changes when the fuel injector sprays fuel into the combustion chamber.



http://www.cobbforums.com/forums/forumdisplay.php?f=27

Addendum 1 - How Mazda’s 2.3L DISI Turbo Factory Boost Control System Works v1.00

This document is intended to assist you with the understanding of how turbo boost pressure is controlled on a turbo-charged MAZDASPEED 3, MAZDASPEED 6, or CX-7. This document is intended to show you details about how the stock boost control system has been set-up. This document is broken down into four chapters; Hardware, Plumbing, Hardware Function, & Mechanical Calibration. Please read the following thoroughly before you attempt to modify your MAZDASPEED3 with the AccessPORTTM hand-held ECU programmer. In the AccessTUNER ProfessionalTM or AccessTUNER RACERTM software, table descriptions and tuning tips for most of the tables are provided and can be accessed by pressing the “F1” key while that table is highlighted in the Table List.

We would like to go into further detail about the safeguards and advanced tuning features that are available through the AccessTUNER software. The boost control system uses a closed-loop targeting system which does everything it can to make 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 and raise the wastegate duty cycles (WGDC) for under boost situations. The stock boost control system is much faster than any human analysis and input; we highly suggest you use it to your advantage. Once the stock boost control system is fully understood you will find it easy to tune on internally or externally wastegated turbos. These vehicles are a bit unique in that they do not target boost for WOT conditions, they simply target torque.

Chapter 1 – Hardware

Turbo - An exhaust driven air compressor which consists of four basic sections or components. The compressor section consists of the compressor housing and the compressor wheel. This section acts as the inlet or intake for the turbo, compressing the intake charge and generating relative pressure (boost). Generally speaking the inlet is always in a vacuum, sucking air in


and the outlet is pressurized with the intake charge. Next is the center section which contains the bearings, shaft, and the oil and anti-freeze passage ways; the compressor and turbine wheels are also attached to the shaft in this section. The third section is the turbine section which consists of the turbine wheel and turbine housing. This section also contains a machined by-pass for the wastegate valve to seat against. The last component of a turbo charger is the wastegate valve and wastegate actuator which control the wastegate valve’s movement. We highly recommend that you use a turbocharger which has both an oil and water cooled center section; turbocharger longevity is compromised when only oil is used to cool the turbocharger center housing.

Wastegate Actuator - A spring/diaphragm based mechanism which controls the movement of the wastegate valve. A turbo wastegate is normally closed, forced shut by a compressed spring inside the actuator canister. As air pressure is applied to the 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 turbo inlet. This device is normally closed when no voltage is applied. When 12V direct current (DC) voltage is applied, from the drivers in the electronic control module (ECM), to the wastegate solenoid valve, it fully opens allowing air to pass through the device. This device is actuated on a percentage basis, 0% wastegate duty cycle (WGDC) equals fully closed and allows all turbo boost pressure to push open the wastegate valve, and 100% WGDC equals fully open and allows all turbo boost pressure to bleed away from the wastegate actuator.

Vacuum Lines - Rubberized or silicone tubes attached to various components in the engine assembly. For this article we will be concerned with the six attachment points and the three sections of vacuum line plumbing and adapters which we will cover in Chapter 2.

Primary Restrictor Pill - A small pill made of brass which contains a precision machined lengthwise hole in the center. The stock restrictor pill is pressed inside the compressor outlet nipple, see below picture. This pill restricts the amount of air coming from the compressor outlet nipple.

ECU - Also known as an ECM, PCM, EEC, EMS. The Engine Control Unit contains the processors, drivers, and logic which is calibrated to control the boost load via wastegate solenoid duty cycle.


Chapter 2 – Plumbing

We will break down the plumbing of the factory boost control system into 3 sections of vacuum line, and 6 attachment points. Please look at the following picture where we have the three basic lengths of vacuum line and the 6 attachment points labeled. Three of these lines are pressurized while the vehicle is under load and the one vacuum line which goes to the turbo inlet tube is under a vacuum which is created by the turbo sucking air into the compressor housing.

Line 1 which can only be seen from under the chassis plumbs the nipple on compressor outlet to the larger, bottom nipple on the wastegate actuator. This line contains the brass restrictor pill, which is actually pressed inside the compressor housing

nipple. 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 top of 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 Function

Turbo - The function of a turbo is to compress the intake charge, creating a greater volumetric efficiency for the internal combustion engine.

Wastegate Actuator & Wastegate Valve - A wastegate actuator's function is to control the wastegate valve. The wastegate valve manages the exhaust energy being directed into or by-passing the turbine housing. If the wastegate valve is fully closed, more exhaust energy is directed into the turbine housing causing the shaft speed of the turbo charger to increase and the relative pressure (boost) to increase, all within the efficiency range of the turbo and the restrictions of the intake and exhaust systems. If the wastegate valve is opened the exhaust energy by-passes the turbine wheel and goes into the downpipe so 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 and/or have un-tunable boost problems, we suggest that you do not port your wastegate by hand. We suggest you leave your wastegate, the area around it, the turbine housing, etc. alone and 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 the wastegate actuator. A 0% Wastegate Duty Cycle (WGDC) setting will allow the solenoid to stay fully closed; which will force the turbo boost pressure to push open the wastegate valve and the engine will run mechanical boost pressure, which can be anything from 7-10psiG. A 100% WGDC setting will bleed off the air from the WG actuator through the solenoid valve attempting to keep the WG valve shut; which will force the turbo to run maximum boost pressure. This valve is considered to be normally 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. The primary restrictor pill restricts the air flow so the wastegate solenoid valve and wastegate actuator are not over driven, which would force the wastegate valve to open prematurely. The stock 2.3L DISI restrictor pill orifice measures at approximately 0.0415” +/- 0.003”

Vacuum Lines - Vacuum lines plumb pressurized air to the proper components so the Mazda boost control system works properly.

ECU - This is the master device which controls the wastegate solenoid valve, the slave device, so that the targeted boost load is obtained.

The factory boost control system bleeds air pressure through the wastegate actuator to the intake or turbo inlet pipe. With this device set at 0% wastegate duty cycle through the ECM calibration, all of the air pressure generated at the compressor housing will be applied to the wastegate actuator forcing the wastegate valve to fully open. When the wastegate actuator is fully open,


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, all of the air pressure generated at the compressor housing will be allowed to pass through the wastegate actuator allowing the wastegate valve to close. The flow is limited by the size of the hole in the restrictor pill located in the compressor housing nipple. The wastegate valve will only close as much as it can (taking into consideration that the exhaust gas pressure between the exhaust port and the turbocharger is generally greater than the manifold pressure the turbo is generating) with the 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 Calibration

Mechanical Tuning and Boost Control System Calibration Using the AccessTUNER PROfessional or RACE Software.

Mechanical TuningYou can mechanically tune the boost control system by changing the size of the center hole in the restrictor pill; since this restrictor pill is actually pressed inside the compressor housing nipple, we highly suggest you leave the stock restictor pill in tact). The middle of this restrictor pill has a lengthwise hole precisely machined to a certain specification so that it works with the factory wastegate actuator and the wastegate duty cycle settings in the stock ECU. The size of this center hole can be changed 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 and 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 and the greater wastegate duty cycle you will need to run in order to produce higher boost. If you have a stock turbo and are running an AccessPORT map, you have no reason to modify your restrictor pill. If you have installed a new turbocharger and you are using the stock boost control system to tune boost, please verify that the vacuum line coming off the compressor housing contains a restrictor pill with a hole machined in the center of the 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 will need 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 restrictor with a smaller center hole, something along 0.028”-0.040” +/- 0.001”. Be very careful when using a restrictor with a center hole of this size, there is a higher tendency for the system to boost spike and you will need less wastegate duty cycle to run higher boost.

NOTE: The hole in the restrictor pill can always be machined to a larger diameter. Be sure to make very small increases in the diameter of the hole. If the center hole is machined too large you will not be able to hit your boost targets…even with 100% 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 demonstrates the 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 wastegate actuator rod (if the rod length is not fixed and adjustments can be made) will allow proper calibration and some additional mechanical tuning. All Mitsubishi Heavy Industries (MHI) turbochargers have an adjustable wastegate actuator rod, all IHI turbochargers do not. If the rod coming out of the wastegate actuator is shortened it will pre-load the spring inside the wastegate actuator increasing the pressure level at which the actuator will allow the wastegate valve to open and the total boost pressure that turbo can generate will increase (as long as the turbo is still within its efficiency range and has no restrictions, intake or exhaust wise). This pre-load will also limit how far the wastegate valve can open. Pre-loading (shortening) the wastegate actuator rod too much CAN POTENTIALLY CREATE A MECHANICAL BOOST CREEP ISSUE THAT CANNOT BE TUNED OUT! If the wastegate actuator rod is lengthened the actuator will decrease the load on the spring and decrease the pressure level at which the actuator will open and total boost pressure the turbo can generate will decrease. If the wastegate actuator rod does not put enough pre-load on the wastegate valve then you could see boost fluctuations of + or – 3psi even when the wastegate solenoid duty cycles are constant. If you have a stock turbocharger then you should not have to adjust the wastegate rod length. From what we have seen, the factory MS3 wastegate actuator is pretensioned to 7-9psi. When we have run the 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 boost pressure as the valve initially opens. This is also true for greater exhaust gas back pressures created by a smaller A/R on the turbine housing.

Electronic Tuning Through ECU Calibration

The stock boost control system can be used to control boost on properly designed internal and external wastegated systems. If you have a turbocharger with a properly designed internal wastegate valve/actuator that has been properly calibrated using the correct size restrictor pill and 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 (Boost Dynamics, intake air temperature, etc.). This solenoid is a replacement for the stock EBCS and plugs in to the factory wiring harness. Tuning external wastegates with the factory boost control system (ECU) has worked very well as long as you use a high quality 3-port EBCS. Please refer to the below picture so you know how the plumbing of the a 3-port EBCS should be set-up. With the 3-port EBCS you WILL NOT NEED TO USE ANY RESTRICTOR PILL!

The above diagram is only for internally wastegated turbos

You must be made aware that tuning the boost control system is the most difficult tuning you will perform on your Subaru. 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 and capability of the OEM boost control system. The OEM boost control system is much faster than any human input so we highly suggest you start with lower wastegate duty cycles than you may need and work your way up from there. The boost curve and


the stability of the boost curve must be established in order to allow you to properly tune all other tables from this point on. The MAF signal has a major influence on the ignition advance and fuel curve as this signal is the major component used by the ECU to calculate engine load (and in turn the fueling and ignition calculations).

The OEM Mazda boost control system employs a closed-loop, targeting system for tuning boost (or load if that option is chosen). You must first establish your boost targets in the Boost Targets table. The values in the Boost Targets table are in relative pressure, Bar or Psi. Running these boost targets is going to be the primary goal for the ECU. The ECU will start of with using the wastegate duty cycles established in the WG Duty Cycles table. The ECU will then use the Boost Dynamics tables to adjust the wastegate solenoid duty cycle in order to achieve the dictated boost target. Other compensatory boost and 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 boost control solenoid. If the wastegate duty cycle values are too low, you will not achieve your target boost pressure. If the wastegate duty cycle values are too high, you will overshoot your boost targets and potentially damage the engine. Driving wastegate duty cycles of more than 95% can compromise the longevity of the wastegate solenoid.


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 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 means that your turbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it was engineered to. If you make your wastegate react quicker then boost will be very difficult to stabilize and reach peak #s at an earlier RPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make and maintain boost will have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along 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 vacuum pump. Your WG actuator arm may need to be adjusted (shortened for more pre-tension and lengthened for less pre-tension) in order to achieve proper wastegate actuator movement. These measurements are all static measurements which do 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.

The wastegate actuator is the bronze item with the “W” stamped on it in the above picture. The pictures in this section are of a 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 wastegate rod movement. Now you will need to remove the stock vacuum line which attached to the WG actuator. Replace this line with the vacuum line from your vacuum/pressure pump.


A standard Mityvac™ vacuum/pressure pump can be used.

Plumb the vacuum line so it goes directly from the pump nozzle to the wastegate actuator nipple.

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. Below is a graph of the WG rod movement for a 2006 WRX MT.

OEM 2006 WRX MT Wastegate Actuator Movement

0.0000

0.0010

0.0014

0.0018

0.0368

0.1460

0.2840

0.4340

0.4686

0.4703

0.4722

0.4742

0.4752

0.4768

0.4777

0.4784

0.4796

0.4781

0.4827

0.0000

0.1000

0.2000

0.3000

0.4000

0.5000

0.6000

0 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, Psi

Inch

es

As you can see the WG rod begins to aggressively move at ~7psi. The pre-tension measurement for the WG actuator would be ~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, the trade-off is that the smaller restrictor pills can potentially induce boost spikes. These spikes can sometimes be tuned 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 safer when you lose a section of vacuum line and 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 less WGDC, the trade-off is that the greater pre-tension can potentially create a phenomenon known as “boost creep” by not allowing enough exhaust gas energy to by-pass the turbine housing. On rare occasions, this boost creep condition may be 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 conditions safer when you lose a vacuum line and 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 with the more common, internally wastegated system in which the wastegate assembly is a design element of the turbocharger itself. Subaru employees a bleed-type boost control system (as opposed to an interrupt type) for controlling the internal wastegated systems. The logic present in the Subaru ECU is capable of tuning either internally or externally wastegated systems as long as they are properly set up. Please refer to the below diagrams to make sure your boost control system is mechanically set up in the proper manner.

Sample EBCS Port Diagram

The operating voltage for most EBC solenoids is usually 12 Volts, and the polarity is unimportant since the solenoid will require +12V power and the other wire is grounded by the ECU. When the solenoid is energized, ports 1 & 2 are connected allowing air to flow between them; when de-energized, ports 2 & 3 are connected allowing air to flow between them. Please take 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 wastegate spring pressure through electronic wastegate manipulation. In other words, if you have a 7psi wastegate spring (in your external wastegate) 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 based on how well you have located your external wastegate, or how well the internal wastegate is ported, what size of restrictor pill you 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) to the wastegate actuator nipple. This set-up uses no electronic boost control solenoid and will force the turbo to run on minimum, mechanical wastegate spring pressure.


2-Port EBCS Internal Wastegate Set-up, Bleed-type (used on the stock FI MAZDASPEEDs, Subarus, and EVOs)For the mechanical set-up you will need one vacuum line plumbed from the turbo compressor housing (pressure source) to a vacuum T. The opposite side of the vacuum T will be plumbed to the wastegate actuator nipple. A 3rd vacuum line plumbs the middle of the T-fitting to port (1) of a 2-port wastegate solenoid valve. A 4th 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 and after the air filter. This set-up uses a 2-port electronic boost control solenoid valve to bleed of air from the wastegate actuator. This set-up commonly uses a 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) to the pressure inlet port. If you blow through this port you should notice that air is coming out of one of the other two ports . Attach a 2nd vacuum line from the port which air comes out to the intake system, prior to the compressor inlet and after the air filter. A 3rd vacuum line should be connected from the 3rd 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 not employ a restrictor pill which is located in the vacuum line just between the compressor housing and the solenoid valve, although a restrictor pill can be used here to help increase minimum WG pressure. WARNING! This set-up will increase the minimum boost pressure which is expected to run. We suggest you set all WGDC settings to zero so you can test your new minimum boost pressure achieved by this method of connection.


!!!IMPROPER Internal Wastegate Set-up!!!Having no pressure source vacuum lines attached to the wastegate actuator will force the wastegate valve to stay shut until the 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) to the bottom port of the external wastegate. A second vacuum line should be plumbed from the top port of the external wastegate to the intake system, prior to the compressor inlet and after the air filter. This set-up uses no boost electronic boost control and will force the turbo to run on minimum, mechanical wastegate spring pressure.

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 a vacuum T. The opposite side of the vacuum T will be plumbed to port (1) of the 2-port wastegate solenoid valve. A 3rd vacuum line plumbs the middle of the T-fitting to the bottom port of the external wastegate. A 4th vacuum line will need to be plumbed 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 WGDC settings 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 a vacuum T. The opposite side of the vacuum T will be plumbed to port (1) of the 3-port wastegate solenoid valve. A 3rd vacuum line plumbs the middle of the T-fitting to the bottom port of the external wastegate. A 4th vacuum line will need to be plumbed from port (3) of the wastegate solenoid valve to the intake system, prior to the compressor inlet and after the air filter. The final and 5th vacuum line will need to be plumbed from port (2) of the 3-port wastegate solenoid valve to the top port on the external wastegate. This set-up uses a 3-port electronic boost control solenoid valve to manipulate the air pressure allowed to reach the top port of the external wastegate.

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) to port 2 on the 3 port wastegate solenoid valve. A 2nd vacuum will need to be plumbed from port (1) to the top port on the external wastegate. A 3rd vacuum line plumbs port 3 to bottom port of the external wastegate. This set-up uses a 3-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 significantly increase the minimum boost pressure which is expected to run. We suggest you set all WGDC settings 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 gas back pressure forces the wastegate valve open, which usually occurs at dangerously high boost levels.

!!!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 wastegate valve to stay shut until the exhaust gas back pressure forces the wastegate valve open, which usually occurs at dangerously high boost levels.


Addendum 2 – Tuning Guide for Pressure-Based Boost Tuning (BT)

When the Boost Based Dynamics (Boost Control) toggle is checked, the tuning process is different. We suggest you follow the below steps in order to generate a calibration for your MAZDASPEED when the pressure-based Boost Tuning (BT) option is chosen. Starting with an OTS calibration is the single best step that you can take in order to simplify the calibration process. With a quality OTS calibration that performs well on your vehicle, you can make simple modifications from there in an effort to increase the performance of your vehicle.

1st – Please update your AccessPORT firmware, review some helpful documents, and start with the appropriate base map.Please follow the same 1st step at page 11 of this document.

2nd – Set your Boost Targets and WG Duty Cycles table settings to zero. Datalog and establish or verify the proper idle, part throttle, and WOT MAF calibration settings for the fuel system, intake system and other hardware that will be used for calibrating the engine.If you see that your LTFTs are within +/-8% across the idle and part-throttle MAF range and 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 all conditions so that the closed-loop and open-loop fueling targets are accurate.

For the first portion in this step, you will want to set your Boost Targets and WG Duty Cycles table values to zero so the car will run as little boost as is mechanically possible. This is done in order to put as little stress on the engine as possible while you verify that your WOT MAF calibration is appropriate and complete any MAF revisions for WOT conditions. Some additional adjustments may need to be made to the MAF calibration once you have the vehicle running the maximum desired boost pressure that is safe for your local fuel qualities, but the adjustments should be minimal.

Please follow the same 2nd step at page 12 of this document.

What all of the above 2nd step means to you:- It takes significantly less time and is much easier to calibrate the MAF sensor based on historical data. We highly suggest you allow the vehicle to run on a calibration for at least 10 miles of street driving and a few key cycles so the ECU is allowed to learn and 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 and MS6 have the same MAF housing, but different MAF Sensor calibrations.

3rd – Establish proper boost targets, boost limits table values, and absolute load limit table values.

Several tables exist within the ECU that control when the engine cuts fuel and closes the throttle plate if the engine exceeds a determined safety limit. We have found it helpful to establish proper boost targets in the Boost Targets tables in order establish these various safety limit values. Reasonable maximum boost targets for 91 octane are 18-91psi, and 19-20psi for 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 and Boost Limits - Throttle Close table values based on the values on the Boost Targets table. The Boost Limits table will cut fuel to the engine 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 these values slightly under the Boost Limits - Fuel Cut table values is an appropriate strategy to help use the throttle control system in order to prevent an over boost situation. By basing the Boost Limits - Fuel Cut and Boost Limits - Throttle Close table values off the Boost Targets 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 load values in this table. We can speculate that this table was used to establish the fueling limitations of the stock CDFP. If the ECU calculates that engine load is exceeding these values, then fueling is temporarily cut to the engine until the calculated engine load falls below these values.

What all of the above 3rd step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling demand. If you see your DI Fuel Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFP usually hold DI Fuel Pressure at ~1500-1600psi, most high-flow CDFP usually hold DI Fuel Pressure at 1600-1800psi. We highly suggest you verify fueling supply is capable of fueling demand and that you set various limit tables appropriately. All Stage2 engine configurations must have an upgraded CDFP installed in order to keep up with fueling demands.

4th – Establish proper safe fuel curves.



Please make sure that the Weighted Interpolation box has been checked. This setting is found in the Display tab of the Configure Options menu, which can be accessed in the software by pressing CTRL+F key.

The fuel targets at idle and at light throttle will and should always be 1 Lambda (or 14.68 AFR with petrol), for this is a Closed Loop (CL) fueling target. When you increase your engine load from idle or part throttle you should always see a smooth transition from 1 Lambda (14.68 AFR) to your Open Loop (OL) fuel targets. These dictated fuel targets are in the Fuel OL/WOT Commanded EQ (No Knock) table. If steps 1, 2, and 3 have been properly performed then you should not need to modify much of your part throttle fuel targets because the transition will always go from ~1 Lambda down to the desired Lambda or AFR for WOT. This transition will only happen after any closed-loop delays have taken place.

Fuel OL/WOT Commanded EQ (No Knock) calibration. We suggest you start off with excess fuel and run the engine richer than you want for your final tune, something around 0.68 Lambda (lower 10.X:1 AFR Petrol). Leaning the engine out 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 and compare it to your dictated Lambda (AFR) in your Fuel OL/WOT Commanded EQ (No Knock) table; you can make your adjustments to your MAF Calibration from there. We highly advise that you start your WOT pulls by focusing on the mid RPM ranges then working your way up to just before redline. EX: Start your pulls on the dyno from 3200 RPM and go to 4200 RPM. Check the values dictated in your Fuel OL/WOT Commanded EQ (No Knock) 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 and you measure 12.0 in the exhaust stream, then you will want to add (+) grams/sec for the MAF voltage that corresponds for that RPM and load point. The specific adjustment for the above situation should be multiplying the corresponding MAF flow grams/sec by 1.0909 = 12/11. You should be measuring very close to the same Lambda (A/F Ratio) in your exhaust stream that you have dictated in your Fuel OL/WOT Commanded EQ (No Knock) table. Your trim values will always adjust back and forth (+/-); let them, that is what they are supposed to do. You should not have to modify the MAF Calibration table if you have a stock vehicle. We highly suggest you do not spend excessive time tuning your MAF Calibration table just so the A/F output matches exactly what is dictated in the Primary Fuel table. You will chase your tail getting it spot on…then you will fill up at a different gas station that will have a different quality fuel and the targets may be slightly off.

For the next pulls you can go from 3200 RPM to 5200 RPM, then 3200 RPM to 6200 RPM, until you can safely make pulls from 3200 RPM to just before redline. Again verify that what you measure with the Actual AFR matches what you have in the Fuel Table WOT.

NOTE: IF ANY REPORTS OF KNOCK RETARD (KR) ARE PRESENT DURING THE PULL, THE ECU WILL INJECT ADDITIONAL FUEL TO HELP PREVENT REPORTS OF KR. The higher the reports of KR, the more fuel (in addition to the fuel dictated in the Fuel OL/WOT Commanded EQ (No Knock) table) the ECU will inject. In order to verify the MAF Calibration is set up properly, you will need to make sure that KR is not reported for the entire pull. This may require that you run a lower than 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 Loop tables. Please use caution when doing so for this will change when and how the car transitions from closed-loop to open-loop operations which can greatly affect driving quality.

What all of the above 4th step means to you:- Please be sure to verify that your fueling capacity is capable of keeping up with fueling demand. If you see your DI Fuel Pressure drop below 1200psi while at WOT, then we highly suggest you upgrade your CDFP. The stock CDFP usually hold DI Fuel Pressure at ~1500-1600psi, most high-flow CDFP usually hold DI Fuel Pressure at 1600-1800psi. We highly suggest you verify fueling supply is capable of fueling demand and that you set various limit tables appropriately. All Stage2 engine configurations must have an upgraded CDFP installed in order to keep up with fueling demands.- Fueling strategies change with reports of Knock Retard. For each 1 count of KR, you will see the ECU adds a proportion of fuel.


5th – Modify the Boost Targets, Boost Dynamics, WG Duty Cycles, and Throttle – Req. Load – X Gear (Norm BAT) tables in order to achieve the boost control characteristics that you would like.

You will need to datalog the following variables: Actual AFR, Boost, Boost Air Temp., Calculated Load, DI Fuel Press., Knock Retard, Throttle Position, RPM, Vehicle Speed, Wastegate Duty to help you identify which cells the ECU is looking-up for boost targeting. The objective is to keep the intercooler efficiency high enough and turbo boost low enough to keep the BAT values consistent and 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 Tables and the MAP sensor readings in order to control boost. This will implement what you are calling "PSI tuning" vs. the “Load Tuning” the factory implements. In other words, the ECU will take the result of the Boost Targets table and compare it against the actual turbo boost measured by the MAP sensor. If actual boost is greater than target boost, the ECU will reduce the WGDC (attempt to lower actual boost). The opposite is true if actual boost is less than the target boost; the ECU will then use the authority given to it within the Boost Dynamics table to increase WGDC.

We've found that setting the WGDC table setting to 20-30% below actual driven WGDC is a good strategy that will allow the ECU's Boost Dynamics tables to increase WGDC to the values that are necessary to achieve the Boost Targets. The stock boost control system adjusts WGDC at a very rapid rate and is capable of properly controlling turbo boost as long as the WG Duty Cycle or the Throttle – Req. Load – X Gear (Norm BAT) tables settings are not set too high.

The ECU will use the reported “Throttle Position” in the datalogs for looking up the Boost Target values. Since the ECU reports ~74 for WOT, the ECU appears to not be using the 4 final rows from 75-100. This loss in resolution should not hinder your ability to properly calibrate Boost Targets. Without including the last four rows, this ECU still has 15 x-axis RPM break points and 13 y-axis TPS break points for the psi-based Boost Targets table. This is more than sufficient considering that 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 Tables folder in order to allow for appropriate boost control. We will go over this in greater detail below.

The following screen shots and logic descriptions explain how the closed-loop boost control system functions using this custom coding.


1st - The ECM logic will “look-up” what the Boost Targets have been calibrated to based on RPM and Throttle Position look-up values; achieving these Boost Targets is the ECM's

primary goal for closed-loop boost control system.

The ECU logic will then cycle over again in this “closed-loop” operation.

4th - The ECM logic will then “look-up” compensatory 2nd - The ECM logic will then “look-up” what the WG Boost Dynamics values that will modify the WGDC in Duty Cycles have been calibrated to based on RPM and

order to achieve the Boost Targets for the corresponding Throttle Position look-up values; the ECU will then RPM and Throttle Position. drive the boost control solenoid in order to achieve

the desired Boost Targets.

3rd – At very fast rates, the ECM take readings from the MAP sensor and measures the Delta Δ (or difference between) the desired Boost Targets and the actual measured Boost for the measured RPM and Throttle Position.

The values in the Boost Dynamics table give the ECU the authority to modify the WGDC during over boost and under boost conditions. The values on the right hand side of this table give the ECU the authority to reduce WGDC during over boost conditions. The values on the left hand side of this table 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)" tables fall within .05 of actual observed Calculated Load. It is also essential that the values in the "WG Duty Cycles" are not over-aggressive. These values are a base for the Boost Dynamics system to start from, and can cause boost oscillations if set too high.


If you are having a small boost spike you may need to decrease the Target Load a few hundred RPM prior to the over boosting 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 work better which means that your turbo is going to lower boost super fast when the wastegate door/valve opens or not run as much boost as it was engineered to run. If you make your wastegate react quicker then boost will be very difficult to stabilize and reach peak #s at an earlier RPM. If you make the wastegate flow better, then the exhaust energy your turbo needs to make and maintain boost will have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along the path 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 manifold is installed in conjunction with a high flow intake and cat-less exhaust system. You can modify the boost control system by changing the size of the orifice in the restrictor pill. Although, installing a properly designed stainless steel substrate high-flow catalytic converter will significantly assist with controlling turbo overrun conditions and will have a nominal effect on power output.

What all of the above 5th step means to you:- Consistent boost control may not be possible with a catless exhaust system.


- You can use a combination of the Throttle - Req. Load (Norm BAT) and WGDC table settings values to fine tune your boost characteristics.- In order to achieve more consistent boost control, it is essential that the individual "Throttle - Req. Load (Norm BAT)" tables fall within .05 of actual observed Calculated Load. It is also essential that the values in the "WG Duty Cycles" are not over-aggressive. These values are a base for the Boost Dynamics system to start from, and can cause boost oscillations if set too high.

6th – Refinement of WOT fueling and the ignition advance table settings, then determining MBT at WOT.

First, you need to recognize that it is impossible for any engine to never detonate under all conditions. Too many variables are constantly changing during engine operation and it is impossible to avoid detonation under every condition. The objective of ignition advance tuning is calibrating the ignition advance tables to MBT, Minimum spark advance for Best Torque output. This is a state where you have calibrated the ECM to the maximum power available, or the maximum power that the engine can produce under the given conditions (engine hardware, fuel quality, atmospheric conditions, etc.). Adding less ignition advance will usually lose power (and increase Exhaust Gas Temperature (EGT)); adding more ignition advance will usually lose power, decrease EGT, and bring the motor closer to the detonation threshold. You want to start off with less total ignition advance than you are going to run for your final tune. Too much ignition advance for any given RPM and calculated engine load can destroy an engine very quickly. Again, the objective is to run as little ignition advance as possible while making the greatest amount of torque.

Finding MBT can only be safely completed with a good load based chassis dynamometer that has the ability to load the vehicle and measure the torque output at the same time. Chassis dynos such as Mustang Dynamometer, Bosch, and Dyno Dynamics have this ability. You can start off in the higher gears (lower engine RPM) and have the chassis dyno hold the vehicle and give you the torque output of the vehicle at a RPM breakpoint on your ECU calibration. You can start out at very light (low TPS) loads holding the vehicle at one specific load for the ignition table(s) and slowly add ignition advance in different maps until the vehicle does not make any more torque or gets close to the knock threshold for the engine. One suggestion is that you increase ignition advance for each particular cell until you see that torque no longer increases with the additional ignition advance. Now back off 2-3 degrees of ignition advance to keep the calibration on the safe side. Once you find where the engine produces the maximum amount of torque with the least amount of ignition advance, this is MBT. Tuning for MBT will take a very, very long time and is not suggested unless you are very experienced with the particular chassis dyno you are using and 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 is using for part throttle conditions. You will need to datalog the following variables: RPM, Engine Load, Spark Adv. (°), Knock Retard (°), Throttle Position (%), and 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 in CL or Open-Loop (OL). As the ECU recognizes Knock Retard (KR), the ECU will remove ignition advance until the KR is no longer reported. Please take into account the reporting of KR is historical. Once KR is reported, the ECU will continue to remove ignition advance until the ECU detects that it will not need to remove ignition advance. At this point in time, the ECU will continually 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 the ECU will use another table or set of tables. Generally speaking, the ECU will try to run as much ignition advance as possible during part-throttle conditions in order to determine MBT. This is done through advanced detonation detection measures using the knock sensor. When the ECU calculates reports of KR while at WOT, the ECU will remove ignition advance and add fuel to help protect the engine. If the ECU does not run excessive ignition advance, then it cannot determine the detonation threshold 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...and the engine will still detonate (and the ECU will report KR) under some conditions.

For tuning of your ignition advance curves at WOT or Open-Loop (OL), we suggest you begin with less total ignition advance than is optimal, that way you can work your way up from there. Generally speaking, a turbo-charged Direct Injection Spark Ignited (DISI) Mazda engine will run the least amount of ignition advance near peak torque and ignition advance will generally rise with RPM in order to keep up with the increasing piston speed. This trend is normal for most internal combustion spark 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 producing much boost under cruise conditions and ignition advance will usually be higher. As VE increases at WOT (when the turbo is producing boost) ignition advance will go down to its lowest point by peak torque then it will slowly increase during the torque plateau. This is not due to decreasing VE, but is done in order to keep up with the increasing piston speeds. Once torque begins to fall off you will see ignition advance increase at higher rates. This is due to the decreasing VE or torque and is also done in order to keep up with the increasing piston speeds; you have to start the burn earlier so that the pressure wave expansion occurs at the optimal time. Ultimately, you will always want the combustion pressure wave occurring inside the combustion chamber to exert maximum force so the piston/connecting rod assembly pushes on the crankshaft at the same timing after-top-dead-center (ATDC). This optimal position to exert downward pressure on the piston is usually between 9-16 degrees ATDC.

One must have a chassis dyno to help find the thresholds for maximum ignition advance for a particular engine and the fuel that is being used. The objective of ignition tuning is very simple. You are trying to start the flame front, BEFORE TDC (or after on a DISI engine), so that the peak of the


combustion chamber pressure wave pushes down on the piston at the same time AFTER TDC. This is why values in the ignition advance tables are in degrees of ignition advance before (positive values) and after (negative values) TDC. We've found that these engine very clearly demonstrate MBT. As long as all other variables are constant (fuel, VVT, boost, etc.), you can safely increase ignition advance by 1 degree while (dyno testing) to a point where the power output does not increase at WOT. This tells you that you are at MBT for the given conditions. We then suggest you back off ignition advance at WOT by ½ of a degree per WOT run until you come to a point where you are running as little ignition advance as you can without compromising engine output. This is by definition, MBT and these engines clearly demonstrate MBT.

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 engine and the fuel you are using. If your ECU and engine are happy with your calibration you will generally see that the ECU will 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 does not go above 2 across the RPM range and the ignition is a smooth predictable curve. This is not the only way to tune, just one perspective. You can carefully run more ignition advance so that the ECU will show you if the engine wants more ignition timing. You can increase total ignition advance in small increments, .5 - 1 degree of ignition advance. Once you are able to find the optimal ignition advance curve your engine wants for the particular fuel you are using you should see that your total ignition 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 efficiency does not naturally exist. With this said, peak VE is found at peak torque so the engine will need the least amount of ignition advance under these conditions. After the engine's torque peak, you will typically need to increase ignition advance in order to keep up with the increasing piston speeds the engine will see as RPM increase. Please take into account that once you exceed MBT (Minimum spark advance for Best Torque output); it is possible to make less power with more ignition advance and this additional ignition advance beyond MBT has the ability to damage an engine. This is when tuning on a load based 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 advance is too aggressive for the given conditions, by using feedback from the knock sensor, the ECU will report KR and remove the excessive ignition advance...THIS IS NORMAL. Please understand that detonation at light engine loads is not as much of a concern as KR while at WOT. The cylinder pressures at part throttle are not significant enough to damage the engine as to where the cylinder pressure at WOT can damage an engine if detonation is sustained. This allows the ECU to run the engine on various different fuel qualities that are available across the United States. Reports of KR may not be present while running 93 octane, but KR may report at part throttle while running 91 octane.

The ECU has two pairs of main ignition advance look-up tables. As you have the software open, you can press the CTRL+K keys then you will be prompted if you want to revert the ECU back to stock values. By doing this you can see how the factory settings are the same for two pairs of main ignition advance look-up tables. Being that these tables are set the same 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 6th 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 and compressed coil spring tension are two minor pieces of hardware that may need to be replaced or inspected prior to tuning. The Denso ITV22 spark plug appears to work very well for Stage2 configurations.

7th – Modification of throttle table settings for part throttle and WOT throttle controls. Advanced calibrations.

Please follow the same 7th step at page 18 of this document.

What all of the above 7th step means to you:- As was done with the factory calibrations, throttle controls can be effectively used to help manage the torque output of the engine or for protective measures to help prevent overrun (over rev) conditions.

8th – Advanced calibration, Idle Speeds, Speed Limiter, VVT Intake Cam Adv., etc.

Please follow the same 8th step at page 18 of this document.


Boost TablesThe MAZDASPEED boost control system uses a closed loop system consisting of desired boost

pressure or desired torque and a duty cycle to run the electronic boost control solenoid necessary to allow the turbocharger to generate the desired boost pressure. In addition to these basic functions, there are a multitude of environment compensations, vehicle running condition compensations, and a PI (a variant of a proportional-integral-derivative) based controller system to correct any errors between desired boost pressure and actual boost pressure, or desired load and actual load. The end result is a very robust and manageable boost control system superior to most, if not all, after market systems available to the public. To allow for tuning of this system, we've broken the necessary controls down into two separate sections: Boost Targets with Turbo Dynamics (PID Control), and Load Targets with Load Dynamics (PID Control). A comprehensive description of the MAZDASPEED boost control system can be found here.

Boost Comp : 1st - 2nd Gear A-B

Boost Comp : 3rd Gear A-B

Boost Comp : 4th Gear A-B

Boost Comp : 5th - 6th Gear A-B

Table Description – These tables represent a multiplier that is applied to the boost control system on a per gear basis. The table is referenced by Engine RPM on the x-axis and by Engine RPM on the y-axis. Table values are percentage corrections applied to the boost control system. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to run for that gear.

Tuning Tips – These tables are one way to effectively tune boost per gear. These tables can be used to compensate for traction limitations of a front-wheel drive vehicle.

Precautions and Warnings – The connecting rods are known to be the weaker point in the MZR engines and you can use these tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM ranges allows the combustion forces to exert excessive force on the connecting rods for longer periods of time at lower RPM ranges.


http://www.accessecu.com/accessport/mazda/AP-MAZ-02/How%20Mazda's%202.3L%20DISI%20Turbo%20Factory%20Boost%20Control%20System%20Works%20v1.00.pdf

Boost Comp. - Baro.Table Description – This table represents the amount of compensation, or correction, made to the Boost Targets values based on current barometric pressure (atmospheric air pressure). The table is referenced by Engine RPM on the x-axis (columns), and Barometric Pressure on the y-axis (rows). Table values are the percentage change made to the Boost Target value. Table values are percentage corrections applied to the boost control system. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to 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 same desired Boost Target it did at sea level. Often times this can push the turbocharger beyond it's optimal efficiency and actually result in less power than you might achieve running slightly lower boost levels. Sea Level barometric pressure is normally around 100 kilopascal (kPa), or 14.5psi if you have Standard units selected.

Tuning Tips – 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 potential expense of some reliability, you can decrease the reduction in boost targets based on barometric pressure. This is done by changing the values in the table to be closer to zero. If you are using an after market/larger turbocharger, you may be able to safely use less conservative values. You will need to contact your turbocharger manufacturer for advice.

Boost DynamicsTable Description – The Boost Dynamics table is used as a feedback control system to correct for errors in the desired Boost Target versus the Actual Boost measured in the inlet manifold. The feedback control method 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 referenced by Boost Error (represented in mm Hg) on the x-axis. Table values are the percentage change made to the Wastegate Duty Cycle value.

Tuning Tips – This table can be used to refine boost control characteristics for under and over boost conditions.

Boost Limits - Fuel CutTable Description – This table is defined by Engine RPM on the x-axis and by barometric pressure on the y-axis, and is populated with relative boost pressure values. The maximum boost pressure allowed is a function of both barometric pressure and engine speed. If boost pressure exceeds these values for the given conditions, the engine will be abruptly interrupted through fuel cut. This temporary engine power loss is designed to avoid catastrophic consequences of over-boosting.


Tuning tips – The maximum boost allowed should be at least 2psi above your target boost. This allows some variation in the normal operation of the closed loop boost control system without fear of frequent boost cut.

Precautions and Warnings – The maximum boost pressure of the stock manifold pressure sensor (MAP) is somewhere above 23psi and 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 the fact that pressures may indeed be well above 25psi. This is because the maximum value reported to the ECU will never be above the sensor max. In order to reliably run boost pressures above this level you should replace the stock MAP sensor with one of a higher pressure range. MAP sensor adapters are available from COBB Tuning that allow the use of after market MAP sensors such as the AEM or GM 3.5 bar.

Boost Limits - Throttle CloseTable 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. Table values are relative boost pressure values. If the relative boost pressure exceeds these values for a given RPM, then the throttle control sub-system will shut the throttle until the boost levels come below these values.

Tuning Tips – These tables can be used as a primary boost limit or a secondary boost limit safety table.

Precautions and Warnings – The connecting rods are known to be the weaker point in the MZR engines and you can use these tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM ranges allows 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 slower rate. 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 boost limits table.

Boost RPM Comp A-BTable Description – These tables represent a multiplier that is applied to the boost control system on a RPM basis. The table is referenced by Engine RPM on the x-axis. Table values are percentage corrections applied to the boost control system. A value 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 the ECU run 14% more than what it was going to run for that RPM, and a value of .05 will have the ECU run 5% of what it was going to run for that RPM.

Tuning Tips – These tables are one way to effectively tune boost per gear. These tables can be used to compensate for traction limitations of a front-wheel drive vehicle.

Precautions and Warnings – The connecting rods are known to be the weaker point in the MZR engines and you can use these tables to help prevent the engine from over boosting in the lower RPM ranges. Over boosting in the lower RPM ranges allows the combustion forces to exert excessive force on the connecting rods for longer periods of time at lower RPM ranges.


Boost TargetsTable Description – The Boost Targets table is used to determine how much boost the ECU will try to achieve when the ECU is not targeting torque. This table represents the desired Boost Targets you wish to run and has been converted by our software to be shown in relative pressure, assuming 1 atmosphere of barometric pressure (760 mm Hg, 14.5psi). The table is referenced by the Engine RPM on the x-axis and by the Throttle Position Sensor on the y-axis. Table values are the relative (boost) pressure the boost control system will attempt to target when it is not targeting torque. Higher values mean more boost pressure, lower values mean less boost pressure.

Tuning Tips – The values you use in these tables cannot overcome any mechanical limitations. The desired boost level is determined by many factors including turbo design, engine displacement and volumetric efficiency, and fuel quality. For stock turbo applications please reference Cobb Tuning calibrations for direction regarding desired boost. For determining boost targets with after market turbochargers please contact the manufacturer.

Precautions and Warnings – Increasing boost does not always increase power. Boost levels above a turbochargers efficiency can damage both the turbocharger and the motor. Uncontrolled cylinder pressure and detonation as a result of high boost is perhaps the single most common way to destroy your motor. Do not take boost control lightly. If the system does not respond to your inputs stop tuning and check to make sure all mechanical components are in place and functioning.

WG Duty - Baro. Comp.Table Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cycle value based on current Barometric Pressure. The table is referenced by Barometric Pressure on the x-axis. Table values are the percentage change made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to 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 same desired boost target it did at sea level. Often times this can push the turbocharger beyond it's optimal efficiency and actually result in less power than you might achieve running slightly lower boost levels. Sea Level barometric pressure is normally around 100 kilopascal (kPa), or 14.5psi if you have Standard units selected.

Tuning Tips – 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 potential expense of some reliability, you can decrease the reduction in wastegate duty cycles based on barometric pressure. This is done by changing the values in the table to be closer to zero. If you are using an after market/larger turbocharger, you may be able to safely use less conservative values. You will need to contact your turbocharger manufacturer for advice.

WG Duty - Battery Comp.Table Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cycle value based on current Battery Voltage. The table is referenced by Battery Voltage


on the x-axis. Table values are the percentage change made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to run for that gear.

Tuning Tips – 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.Table Description – This table represents the amount of compensation, or correction, made to the Wastegate Duty Cycle value based on current Intake Air Temperature. The table is referenced by Intake Air Temperature on the x-axis. Table values are the percentage change made to the Wastegate Duty Cycle value. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to run for that gear.

Tuning Tips – None at this time.

WG Duty CyclesTable Description – This table represents the Wastegate Duty Cycle necessary to achieve the Boost defined in the Boost Target tables, when boost targeting is used. The table is referenced by Engine RPM on the x-axis and by TPS (opening angle) on the y-axis. Table values are the duty cycles the boost control system will drive the electronic boost control solenoid at in order to regulate how much boost the turbocharger generates. Higher values mean more duty cycle which should result in higher boost pressure, lower values mean less duty cycle which should result in lower boost pressure.

Tuning Tips – 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 values in this table and slowly increase them to achieve your designed Boost Target. If you have less wastegate duty cycle than required to hit your desired Boost Target, the Turbo Dynamics system will attempt to compensate.


If you are having a small boost spike you may need to decrease the WGDC percentage a few hundred RPM prior to the over boosting 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 means that your turbo is going to lower boost quickly when the wastegate door/valve opens or not run as much boost as it was engineered to. If you make your wastegate react quicker then boost will be very difficult to stabilize and reach peak #s at an earlier RPM. If you make the wastegate flow better,


then the exhaust energy your turbo needs to make and maintain boost will have less opportunity to flow across the turbine wheel. Generally speaking, air/pressure/exhaust gases will always flow along the path of least resistance.

Precautions and Warnings – The ECU switches from boost targeting to torque targeting logic. We have found the ECU uses the torque targeting system for most heavy and WOT load conditions. Although, you will still want to have positive values in this table so the Turbo Dynamics table functions appropriately when Boost Targeting is active and Load Dynamics table functions appropriately when Load Targeting is active since these tables modify WGDC based on a multiplier.

Closed Loop Tables

Closed Loop – Exit Delay A-CTable Description – These tables are used to adjust how long the car stays in closed-loop. A lower value will cause the ECU to enter into open-loop earlier. A higher value will create a processing delay and will force the car to stay in closed-loop for longer.


Precautions and 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 account that changing these table settings will effectively change how the vehicle drives and transitions from part throttle to WOT, and from closed-loop to open-loop.

Closed Loop – Max Load A-ETable 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 a delay and will force the car to stay in closed-loop until higher calculated engine load values are achieved. When calculated engine loads are above these values the car MAY run in closed loop if other conditional parameters are met.


Precautions and 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 account that changing these table settings will effectively change how the vehicle drives and transitions from part throttle to WOT, and from closed-loop to open-loop.

Closed Loop – Max Throttle A-ETable Description – These tables are used to adjust if the ECU stays in closed-loop based on throttle position values. A lower value in these tables will cause the ECU to enter into open-loop at lower throttle


values. A higher value will create a delay and will force the car to stay in closed-loop until higher throttle position values are achieved. When throttle position values are above these values the car MAY run in closed loop if other conditional parameters are met.


Precautions and 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 account that changing these table settings will effectively change how the vehicle drives and transitions from part throttle to WOT, and from closed-loop to open-loop. Some of the factory setting may look a bit odd, but this simply means that the factory calibration 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 CompensationTable Description – This table applies a multiplier to the LTFT learning based on ECT values.


LTFT Learning Zone A-F BreakpointTable Description – These tables allow you to modify the LTFT learning breakpoints.


Precautions and Warnings – Please be sure to test and verify any modifications to these tables prior to running the vehicle at high loads.

Fuel Tables

Fuel CL Commanded EQ (base)Table Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target during closed-loop (CL) conditions.

Tuning Tips – The values in this table are critical to engine performance. The values indicated in the lower load regions are used as targets under closed loop fuel control. In other words, these values are actively targeted by the ECU using feedback from the front oxygen sensor (which can be datalogged as Actual AFR). If the MAF is calibrated correctly then the corrections used to target low load fuel mixtures will be small (typically + or – 8% or less). Under higher load the ECU will switch from closed loop fueling to an open loop strategy. The transition (or blending) from closed to open loop fueling is determined by many factors outlined in the tables under closed loop. If the MAF curve is properly calibrated then the observed air fuel mixtures under higher load will be very close to those indicated in the


Fuel OL/WOT Commanded EQ (No Knock) table. A large difference in the observed and indicated fuel indicates that the MAF calibration is incorrect.

Precautions and Warnings – Overly lean fuel mixtures under boost can quickly damage the motor and other components. Always monitor Air Fuel ratios with the Actual AFR variable when performing calibrations. If you are unsure of what kinds of fuel mixtures to target please examine stock calibrations and Cobb Tuning 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 Commanded EQ Max Enrichment AllowedTable Description – A single row of the richest fuel targets that can be targeted. If richer fuel targets are set in the WOT fuel tables, the ECU will not allow the car to run richer than the settings in this table.


Fuel OL Commanded EQ (Throttle Closed)Table Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target during open-loop (OL) conditions when the throttle is closed.


Fuel OL Commanded EQ (base)Table Description – This is a large 3 dimensional table defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the Lambda value (or air/fuel ratio) the ECU will try to target during some open-loop (OL) conditions, except Wide-Open-Throttle (WOT).


Precautions and Warnings – If you decide to modify your closed-loop setting so load is the only variable for entering open-loop then you will need to modify the fueling targets in this table for the areas where the closed-loop to open-loop fueling transition occurs. This will help avoid a leaner fueling area as you transition to WOT and as you go from gear to gear.

Fuel OL/Part Throttle Commanded EQ (Knocking)

Fuel OL/Part Throttle Commanded EQ (No Knock)

Fuel OL/Part Throttle Commanded EQ (unused)Table Description – These are large 3 dimensional tables defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the Lambda value (or



air/fuel ratio) the ECU will try to target during some open-loop (OL) conditions, and whether the Knock is present or not.

Tuning Tips – Tune appropriately.

Fuel OL/WOT Commanded EQ (Knocking)

Fuel OL/WOT Commanded EQ (No Knock A-B)Table Description – These single row tables indicate the desired air-fuel mixture utilized when the car is in open-loop (OL) and WOT conditions. The table is defined on the horizontal axis by engine RPM. The values in the table represent target air fuel mixtures and are only accurate if the MAF calibration is properly set up.

Tuning Tips – The values in these table are critical to engine performance under open-loop WOT conditions. If the MAF is calibrated correctly then the corrections used to target low load fuel mixtures will be small (typically + or – 8% or less) under WOT conditions. Under higher load the ECU will switch from closed loop fueling to an open loop strategy. The transition (or blending) from closed to open loop fueling is determined by many factors outlined in the tables under closed loop and fueling. If the MAF curve is properly calibrated then the observed air fuel mixtures under higher load will be very close to those indicated in the Fuel OL/WOT Commanded EQ (No Knock A & B) tables. A large difference in the observed and indicated fuel indicates that the MAF calibration is incorrect.

Every motor and every kind of fuel may indicate a different fuel ratio. However, most MAZDASPEED turbo applications utilize a rich mixture of fuel to air when under high load. Depending upon fuel quality a normal “on boost' fuel mixture may be lower 12s ( 0.78 to 0.83 lambda) to high 10s (0.7 to 0.74 lambda). Under more moderate load conditions, fuel ratios can be run much leaner.

Precautions and Warnings – Overly lean fuel mixtures under boost can quickly damage the motor and other components. Always monitor Air Fuel ratios with the Actual AFR variable when performing calibrations. If you are unsure of what kinds of fuel mixtures to target please examine stock calibrations and Cobb Tuning 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 Tables

1st-6th Gear Ratio

Final Drive – 1-4th

Final Drive – 5-6thTable Description – These are the gear ratios for each gear that help the car understand what gear based tables to use.



Tuning Tips – You should have no reason to modify these tables unless you modify the transmission gearing for your vehicle.

HPFP Control Tables

HPFP Desired Pressure – Max ATable Description – A single row of target High Pressure Fuel Pump (HPFP) fuel pressure based on coolant temperatures.

Tuning Tips – Calibrate appropriately based on the fueling demands of your system.

Precautions and Warnings – This vehicle will have a mechanical limitation as to the maximum amount of fuel pressure the system can generate safely. This is usually by design in order to create a safety release so the higher fuel pressure does not break other components within of the fueling system.

HPFP Desired Pressure – Max BTable Description – A single row of target fuel pressure based on coolant temperatures.



HPFP Desired Pressure A-FTable Description – These tables define the targeted HPFP fuel pressure under three separate conditions as a function of calculated engine load and engine RPM. The table is referenced by the Engine RPM on the x-axis and by the calculated engine load on the y-axis. Table values are targeted fuel pressure that the HPFP system will attempt to target. Higher values mean higher fuel pressure (more fuel flow), lower values mean lower fuel pressure (less fuel flow).



HPFP Desired Pressure ECT CompTable 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 and by coolant


temperature on the y-axis. Table values are compensations applied to the final targeted HPFP fuel pressure calculations.


Precautions and Warnings – This vehicle will have a mechanical limitation as to the maximum amount of fuel pressure the system can generate safely. This is usually by design in order to create a safety release so the higher fuel pressure does not break other components within the fueling system.

HPFP Sensor OffsetTable Description – None at this time.



HPFP Sensor ScalerTable Description – None at this time.



Idle Tables

Idle Speeds A-BTable Description – A single row of target idle speeds that vary as a function of engine coolant temperature. The various tables in these series (A through B) are indicated by an an assortment of conditional parameters.

Tuning Tips – Vehicles with stock camshafts and other engine components should idle at stock levels. Some larger camshafts, and or/fuel injectors, or balance shaft removal kits, may require a higher target idle for stable operation. When running larger fuel injectors 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 an AFR Petrol of 14.68:1 and the ECU might modify the injector pulse width (IPW) to a point where the ECU will not allow a fuel injector to fully open and close due to the short pulse width is running in order to its this fuel target. Larger fuel injectors need a


minimum injector pulse width in order to fully open and close; if the motor is idling too low then the pulse width is too short to allow the injector to work properly and 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 settings around the MAF voltage the vehicle idles. We have found that the stock calibration settings at idle can be too far apart and they may need to be adjusted so they are closer together at the MAF voltage where the vehicle idles.

Ignition Tables

Ign BAT vs ECT Comp. - % UsedTable Description – This is a direct multiplier that is applied against the look-up values from the Ign BAT vs ECT Comp. A-B tables. This multiplier is applied before any ignition calculation subtractive functions are performed using the values from the Ign BAT vs ECT Comp. A-B tables. The table is referenced by RPM on the x-axis and by Calculated Load on the y-axis. Table values are compensations applied to the ignition advance calculations.

Tuning Tips – The factory has these tables calibrated as they found best, but you can modify these values as you see fit.

Precautions and Warnings – We highly suggest that you make small, incremental changes to these table settings and verify the final results on a load-based chassis dyno and while street driving the vehicle before you save these table changes.

Ign BAT vs ECT Comp. A-BTable Description – These are subtractive values (even though the number is positive) that are applied to the final ignition advance values after the initial look-up table values has been applied to the % Used multiplier. These values are subtracted from the final ignition calculation before the final ignition output is calculated. These tables are referenced by Coolant Temp. on the x-axis and by Boost Air Temp. on the y-axis. Table values are subtractive values applied to the ignition advance calculations.


Precautions and Warnings – The multiplier from the Ign BAT vs ECT Comp - % Used table is applied to the values in these tables so please calibrate appropriately. We highly suggest that you make small, incremental changes to these table settings and verify the final results on a load-based chassis dyno and while street driving the vehicle before you save these table changes.


Ign Low Octane ReductionTable Description – These are subtractive values (even though the number is positive) that can be applied to the final ignition advance values if the ECU has determined that the ECU is in a Low Octane condition. These values are also subtracted from the final ignition calculation before the final ignition output is calculated. These tables are referenced by RPM on the x-axis and by Calculated Load on the y-axis. Table values are subtractive values applied to the ignition advance calculations.


Precautions and Warnings – We do not suggest that you put lower octane in the vehicle in order to calibrate these tables settings because low octane conditions may cause engine damage.

Ign Per Cylinder Comp.Table Description – This table is only active if the Enable Ignition Per Cylinder Comp. toggle has been checked.


Precautions and Warnings – We suggest that individual EGT probes be used to in order to determine the appropriate settings.

Ign Low Octane ReductionTable Description – These are subtractive values (even though the number is positive) that can be applied to the final ignition advance values if the ECU has determined that the ECU is in a Low Octane condition. These values are also subtracted from the final ignition calculation when the final ignition output is calculated. These tables are referenced by RPM on the x-axis and by Calculated Load on the y-axis. Table values are subtractive values applied to the ignition advance calculations.


Precautions and Warnings – We do not suggest that you put lower octane in the vehicle in order to calibrate these tables settings because low octane conditions may cause engine damage.

Ign Table – High Throttle/OL (Knocking)

Ign Table – High Throttle/OL (No Knock)Table Descriptions – These tables are all large 3 dimensional and defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the rotational angle in degrees before top dead center that the coil is fired in each cylinder's combustion cycle. These two tables are populated with the same values from the factory.


Tuning Tips – To tune the ignition advance curve for WOT, you must tune boost first, while running a excessively rich fuel curve (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, and Actual AFR. For tuning of these we suggest you start of with less total ignition advance than is optimal, that way you can work your way up from there. Generally speaking, a turbo-charged MAZDASPEED engine will run the least amount of ignition advance near peak torque and ignition advance will generally rise as RPM rise in order to keep up with the increasing piston speed. This trend is normal for most internal combustion spark 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 much boost under cruise conditions so ignition advance will usually be higher. As VE increases at WOT (when the turbo is producing boost) ignition advance will go down to its lowest point (even negative) by peak torque then it will slowly increase during the torque plateau. Once torque begins to fall off you will see ignition advance increase at higher rates. This is due to the decreasing VE and is also done in order to keep up with the increasing piston speeds; you have to start the burn earlier so that the 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 particular motor and the fuel that is being used. The following section should give you a much better understanding as to how the factory ignition system works and what you are trying to do by tuning your ignition advance curve. The objective of ignition tuning is very simple. You are trying to start the flame front, BEFORE TDC, so that the peak of the combustion chamber pressure wave pushes down on the piston AFTER TDC at the same time. This is why values in the ignition advance tables are in degrees of ignition advance before TDC or ATDC. We must first go over how the ECU calculates total ignition advance before we can attempt to tune the ignition advance curve:

Total Ignition Advance = ((Ign Table table - (Ign BAT vs ECT Comp A/B * Ign BAT vs ECT Comp - % Used)) - Low Octane Reduction Table**) - Knock Retard

** meaning if conditions met.

The ECU will look-up the initial ignition advance value for the corresponding RPM and Calculated Load breakpoint from the Ign Table – 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 and BAT breakpoint * multiplied by the multiplier in the Ign BAT vs ECT Comp. - % Used table for the corresponding RPM and 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 and Calculated Load breakpoint, then

- subtracts Knock Retard adjustments made by ECU within the Knock Retard range. Within the Knock Retard range, the ECU can make a final adjustment to remove ignition advance if it hears the engine noise is getting too close to the detonation threshold. The ECU will do what it can to protect the motor. As the ECU removes ignition advance through a Knock Retard report, it will also increase fueling to the engine.

We also have a Ignition Tab in the AccessTUNER Calibration & Tuning Guide Worksheet for MAZDASPEEDs that help you understand 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 and the fuel you are using. If your ECU and motor are happy with your calibration you will generally see that your Knock Reports stay 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 Retard stays less than 1 across the RPM range and the ignition is a smooth predictable curve. This is not the only way to tune, just another perspective. You can sometimes try to allow more ignition advance so that the ECU will show you if the motor wants more ignition timing. You can increase the total ignition advance in small increments, .5 - 1 degrees of ignition advance. Once you are able to find the optimal ignition advance curve your motor wants for the particular fuel you are using you should see that 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 does not naturally exist. With this said, peak VE is found at peak torque so the engine will need the least amount of ignition advance under these conditions. After the engine's torque peak, you will typically need to increase ignition advance in order to keep up with the increasing piston speeds the engine will see as RPM increase. Please take into account that once you exceed MBT (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 and Warnings – We cannot stress how important it is to properly populate the ignition advance tables. Do not make assumptions about how different ignition advance tables work together. Every model of MAZDASPEED is different so do 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 to allow the ECU to detect MBT for each individual vehicle. Once the ECU exceeds MBT, the ECU will remove excess ignition advance through the Knock Retard function. This is normal and should not concern you, cylinder pressures at part throttle are not high enough to cause any damage. If consistent Knock Retard is reported or audible detonation is present, you are welcome to remove ignition advance during part throttle conditions, although your fuel economy may go down during these conditions.

Ign Table – Low Throttle/OL (Knocking)

Ign Table – Low Throttle/OL (No Knock)Table Descriptions – These tables are all large 3 dimensional and defined by engine RPM on the horizontal axis and calculated engine load on the vertical axis. The numbers in the table represent the rotational angle in degrees before top dead center that the coil is fired in each cylinder's combustion cycle. These two tables are populated with the same values from the factory.

Tuning Tips – We highly suggest you datalog the following to see what ignition advance tables your ECU is using for part throttle and WOT conditions. You can datalog the following variables: RPM, Ignition Timing, Throttle Position, Knock Retard, Boost, Wastegate Duty, and Actual AFR to help you determine what tables you ECU is utilizing for ignition advance calculations.


Ign Table – Max A-BTable Descriptions – These tables are large 3 dimensional tables defined by engine RPM on the horizontal axis and Calculated Load 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.

Tuning Tips – You can set these tables to the same as you do your primary ignition advance tables or you can set them to MBT (once you've determined that) to ensure that you never go above those values.

Knock Tables

Knock Retard – Decay Magnitude ATable Description – This table allows you to set the decay magnitude or the amount of ignition advance that is incrementally reduced with a report of Knock Retard.


Precautions and Warnings – None at this time.

Knock Retard – Decay Magnitude BTable Description – This is a higher resolution table that allows you to set the decay magnitude or the amount of ignition advance that is incrementally reduced with a report of Knock Retard.



Knock Retard – Decay Rate A-BTable Description – These tables allows you to set the decay rate which reports of Knock Retard occurs.

Tuning Tips – These values are likely in milliseconds.


Knock Retard – MultiplierTable Description – None at this time.




Knock Retard – OffsetTable Description – None at this time.



Knock Retard Active – Min ECTTable Description – This table is the minimum ECT temperature at which Knock Retard becomes active, giving all other activity condition are met.



Knock Retard Active – Min Load A-BTable Description – These tables define the minimum Calculated Load at which Knock Retard becomes active, giving all other activity condition are met.



Knock Retard Active – RPM (Max)Table Description – This table defines the maximum RPM at which Knock Retard is active.



Knock Retard Active – RPM (Min)Table Description – This table defines the minimum RPM at which Knock Retard becomes active, giving all other activity condition are met.




Limiter Tables

FFS Rev LimiterTable Description – This parameter represents the maximum engine RPM allowed while the Flat Foot conditions are met. Flat foot conditions are active only when the vehicle speed has exceeded the LC Vehicle Speed Limiter (deactivating Launch Control condition) AND when the clutch pedal is depressed. This is an engine speed value that represent the Rev Limiter for Flat Foot Shifting (FFS). This limiter will be imposed if the vehicle is moving and the clutch switch is activated. Fuel delivery is blocked and other overrun parameters enabled to keep engine speeds below this set point.

Tuning Tips – This value is used to allow the driver to keep the accelerate pedal at wide-open throttle when performing up shifts. Thus, this value should be set lower than your Normal Rev Limit value in an effort to bring the engine RPM down to a suitable level for the gear change. This is only an enhancement when up shifting (ie: drag racing, accelerating). You will likely want to test to see what limiter RPM works best for this function. This function performs best when the FFS Rev Limiter is set above the Launch Control (LC) Rev Limiter.

Precautions and Warnings – Increasing engine speed produces exponentially higher forces on the engine components and oiling systems. Increasing allowable engine speeds may produce catastrophic engine failure.

LC Vehicle Speed LimiterTable Description – A vehicle speed that represent when the ECU will use the Launch Control (LC) Rev Limiter function. As long as the vehicle is below this speed, the Launch Control (LC) Rev Limiter will be used as the primary rev limiter. This parameter represents the maximum vehicle speed that the Launch Control Rev Limit will be active. If the vehicle speed is below this value, the engine will not be allowed to rev above the Launch Control (LC) Rev Limit value. Once the vehicle speed exceeds this value, the Launch Control (LC) Rev Limit is no longer active.

Tuning Tips – To enable launch control functionality, this value will need to be set down to a vehicle speed that allows the Launch Control (LC) Rev Limiter to be functional. The default setting of 200 MPH will force launch control rev limits to be imposed until 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 and 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 anticipated as a means to combat this phenomenon.

Launch Control (LC) Rev LimiterTable Description – This parameter represents the maximum engine RPM allowed while the Launch Control conditions are met. This is an engine speed value that represent the Rev Limiter for Launch


Control (LC). This limiter will be imposed if the vehicle is stationary and the clutch switch is activated. This Launch Control (LC) Rev Limiter will remain until the LC Vehicle Speed Limiter value is exceeded. Fuel delivery is blocked and other overrun parameters enabled to keep engine speeds below this set point too allow a LC functionality.

Tuning Tips – 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 and error based on your tire qualities, road surface conditions, weather conditions, power levels, etc. You will likely want to test to see what limiter RPM works best for this function.

Precautions and Warnings – Increasing engine speed produces exponentially higher forces on the engine components and oiling systems. Increasing allowable engine speeds may produce catastrophic engine failure. Please be aware that this rev limiter will remain present until the LC Vehicle Speed Limiter is exceeded.

Normal Rev LimiterTable Description – One engine speed value that represent the switch to define the maximum allowable engine speed. Fuel delivery is blocked and other overrun parameters enabled to keep engine speeds below this set point.

Tuning Tips – Stock engines with stock valvetrains should keep their stock maximum engine speed. In some case throttle mapping must be changed in order to effectively raise maximum engine speed.

Precautions and Warnings – Increasing engine speed produces exponentially higher forces on the engine components and oiling systems. Increasing allowable engine speeds may produce catastrophic engine failure.

Speed Limiter HysteresisTable Description – Once the speed limiter value has been achieved, the throttle system will close the throttle until the vehicle speed has reduced speed by the value in this table. Ex: If the Speed Limiter table is set to 155 MPH and the Speed Limiter Hysteresis table is set to 4 MPH and the Speed Limiter value is achieved, the throttle will close until the car has slowed down by 4 MPH.


Load Tables

Abs Load Limits - Fuel CutTable Description – This table is defined by Engine RPM on the x-axis and by temperature on the y-axis, and is populated with calculated engine load values. The maximum calculated engine load allowed is a function of temperature and engine RPM. If calculated engine load exceeds these values for the given conditions, the engine will be abruptly interrupted through fuel cut. This temporary engine power loss is


designed to avoid catastrophic consequences of running out of flow with the camshaft-driven fuel pump (CDFP).

Tuning Tips – Tune appropriately.

Precautions and Warnings – Please be sure to datalog your DI Fuel pressure during your tuning. If you see your DI Fuel Pressure drop below 1200psi (or 8960 kPa) while at WOT, then you are most likely running out of CDFP flow and will need to have this item upgraded to a higher flowing unit.

Abs Load TargetsTable Description – This table is defined by Engine RPM on the x-axis and by throttle position on the y-axis, and is populated with calculated engine load values.


Calc. Load Max. A-BTable Description – These tables define the maximum load calculation values that are used for fueling purposes, aka “Load Cap” values. These tables are defined by Engine RPM on the x-axis.

Tuning Tips – 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.

Load DynamicsTable Description – The Load Dynamics table is used as a feedback control system to correct for errors in the desired Load Targets versus the actual Load Targets calculated by the ECU. The feedback control method used 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 referenced by Load Error (represented in calculate engine load) on the x-axis. Table values are the percentage change made to the load targeting calculations.

Tuning Tips – This table can be used to refine load control characteristics for under and over achievement conditions.

Throttle – Gear Based Req. Load – High BAT Flag OffTable Description – If the BAT (Boost Air Temperature) exceeds the value in the Throttle – Gear Based Req. Load – High BAT Flag On, the BAT will need to drop below this value before it switches the load targeting logic back to Norm BAT load targeting tables.



Throttle – Gear Based Req. Load – High BAT Flag OnTable Description – If the BAT exceeds the value in this table, the ECU will switch load targeting logic to the High BAT load targeting tables.


Throttle – Req. Load – 1st Gear (High BAT) / Throttle – Req. Load – 1st Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in first gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.

Tuning Tips – We suggest you datalog the vehicle to see what type of boost it is trying to run. If you can run more boost for the given traction and fueling qualities, then you can increase the values in the Norm BAT table until you achieve your boost targets.

Precautions and Warnings – This table will only be used if the target load values in this table are lower than the target load values in the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. We do not suggest you run a wastegate duty cycle of more than 95% to prevent overheating or lock-up of the wastegate solenoid, and to promote the longevity of the wastegate solenoid.

Throttle – Req. Load – 2nd Gear (High BAT) / Throttle – Req. Load – 2nd Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in second gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.




Throttle – Req. Load – 3rd Gear (High BAT) / Throttle – Req. Load – 3rd Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in third gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.



Throttle – Req. Load – 4th Gear (High BAT) / Throttle – Req. Load – 4th Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in fourth gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.



Throttle – Req. Load – 5th Gear (High BAT) / Throttle – Req. Load – 5th Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting


system when the car is driven in fifth gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.



Throttle – Req. Load – 6th Gear (High BAT) / Throttle – Req. Load – 6th Gear (Norm BAT)Table Description – These tables are used in conjunction with the Throttle – Requested Load : Baro v. RPM and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system when the car is driven in sixth gear. These tables are simply referenced by RPM and contain load target values. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.



Throttle – Req. Load – Max A-BTable Description – These single row tables indicate a maximum load limit. The table is defined on the horizontal axis by engine RPM. The values in the table are calculated load values.


Throttle – Requested Load : Baro v. RPMTable Description – This table is used in conjunction with the Throttle – Requested Load Per Gear and Throttle – Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system and references engine RPM on the x-axis and Barometric Pressure for the y-axis. The higher the value, the


greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.


Precautions and Warnings – This table will only be used if the target load values in this table are lower than the target load values in the Throttle – Requested Load Per Gear and Throttle – Requested Load tables. We do not suggest you run a wastegate duty cycle of more than 95% to prevent overheating or lock-up of the wastegate solenoid, and to promote the longevity of the wastegate solenoid. Modifying these table can greatly effect how the vehicle drives at part throttle and transitions from part throttle to WOT.

Throttle – Requested Load A-CTable Description – These tables are used in conjunction with the Throttle – Requested Load Per Gear and Throttle Requested Load tables. The ECU will target the lesser of the loads found between these three tables for the given conditions. These tables are used for the load (torque) targeting system and references engine RPM on the x-axis and Throttle Position for the y-axis. The higher the value, the greater torque the ECU will try to achieve, usually by increasing boost through greater WGDC values. The lower the value, the less torque the ECU will try to achieve, usually by decreasing boost through lower WGDC values.


Precautions and Warnings – These tables will only be used if the target load values in these tables are lower than the target load values in the Throttle – Requested Load Per Gear and Throttle Requested Load : Baro v. RPM tables. We do not suggest you run a wastegate duty cycle of more than 95% to prevent overheating or lock-up of the wastegate solenoid, and to promote the longevity of the wastegate solenoid. Modifying these tables can greatly effect how the vehicle drives at part throttle and transitions from part throttle to WOT.

Radiator Fan Tables (Beta)

Radiator Fan – ECT ThresholdsTable Description – A single row of ECT values that must be exceeded in order to turn the radiator fans on.



Precautions and Warnings – Generally speaking, the lower the coolant temperature, the lower the cylinder temperatures...which leads to less efficient combustion, thus worse gas mileage and poorer emissions.

Radiator Fan – Voltage CompensationTable Description – A single row of compensation values based on battery voltage.



Sensor Cal. Tables

MAF Table A-BTable Description – This single row table describes the non-linear calibration of the stock mass air flow sensor over a voltage range over its useful output of zero to nearly 5 volts. The values in this table represent a stoichiometric mass of fuel to the amount of air moving through the stock intake. The MAF Calibration table contains values which 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/fuel value dictated in the Primary Fuel table or by the closed loop control targets, 1 Lambda. The factory ECU airflow adjustments table is based on MAF Airflow. The data in this table is represented in grams per second; this is the only table that exists for the sole purpose of adjusting MAF transfer (or MAF calibration) values. Under normal idle and light throttle conditions the ECU is always going to try and hit 1 Lambda or the stoichiometry of the fuel you are 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 to every 1 fuel mass.

Tuning Tips – The equivalent fuel mass values derived from the intake calibration are the primary consideration when the ECU is calculating fuel, ignition timing, and load. It is this value and not boost that determines the engine load and thus all critical engine control parameters. With a stock intake it is rarely necessary to significantly alter this calibration. However, after market intakes pass air across the mass air flow sensor differently and ofter need considerable changes in order to yield acceptable results. This accurate calculation of engine load is critical for the dozens of other tables that use engine load to define a axis. To calculate your MAF Calibration adjustments, please follow the below steps.

Datalog and establish or verify the proper part throttle and WOT MAF Calibration settings for the fuel intake system and other hardware that will be used for calibrating the engine. To capture this data please follow the below directions:

This test should be done carefully. Allow the vehicle to idle for a few minutes, then drive for about 50 city miles at light throttle. Please make sure the ECU has not been reset or the battery disconnected for these 50 miles. Set the AccessPORT up to datalog the standard 10 variables along with MAF Flow, Short-Term Fuel Trim (STFT), and Long-Term Fuel Trim (LTFT). Be sure to have MAF Flow displayed on the screen as you prepare to log. Start in 2nd gear at 1500 RPM then very slowly modulate throttle from there over the next 20 seconds, please be sure to accelerate at a steady rate until you exceed 100


grams/sec airflow. After you have completed this test up to 100 grams/sec, please put the car in neutral and allow the car to idle for a few seconds. Then steadily open the throttle while the car is in neutral until you exceed 30 grams/sec, then stop the datalog. This will allow us to see what type of learning the stock ECU is doing to compensate for the intake system that is installed on this car. Ideally, you want your LTFT values to be closer 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 along the 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 various hardware installed on the vehicle. You should only need to apply these adjustments once prior to continuing the tuning process. One objective is to calibrate the MAF sensor for part throttle conditions. The other objective is to calibrate the MAF sensor so the WOT fuel tables can be accurate. From what we have seen with these vehicles, the MAZDASPEED3 (MS3) and MAZDASPEED6 (MS6) have different learning breakpoints for the LTFT corrections.

The MS3 uses five different LTFT Breakpoints from;0 – ~5 grams/sec~5.70 – ~18 grams/sec~18.01 – ~30 grams/sec~30.01 – ~77 grams/sec~77.01 grams/sec – full sensor range

The MS6 uses five different LTFT Breakpoints from;0 – ~5 grams/sec


12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

71

0

1000

2000

3000

4000

5000

6000

7000

0

20

40

60

80

100

120

140

LTFT Analysis

RPM (RPM)Rel. Thrott. Pos. (%)Long Term FT1 (%)Mass Airflow (g/s)

Sample Number

~5.70 – ~18 grams/sec~18.01 – ~30 grams/sec~30.01 – ~69 grams/sec~69.01 grams/sec – full sensor range

If you are operating the engine with an intake system which has a larger diameter that the stock intake system then you will want to use the global multiplier value calculated from the “Intake Calibrations” tab located in the “AccessTUNER Calibration & Tuning Guide Worksheet for MAZDASPEEDs.” This multiplier should be applied to the entire MAF Calibration curve.

Your trim values will always adjust back and forth (+/-); let them, that is what they are supposed to do. Do not beat yourself up trying to get them at exactly 0...it is impossible (temperature, weather, gasoline, etc. changes will not keep anything constant while you are tuning).

If you are seeing plateaus, spikes, dips, or flat spots in the graph for the Intake Calibration table then you know something is wrong...replace the intake system with a properly designed one.

NOTE: Changing the Intake Calibration table will change your calculated load. If all other variables remain constant, the less airflow you calibrate in the ECU for a given MAF voltage; the less engine load will be calculated.

Precautions and Warnings – Modifying this table will then modify how the ECU calculates torque! Nearly every important table utilized for coordinated engine function is defined in part by engine load and this is derived from the mass air flow sensor calibration of the intake. A mistake in this table can cause catastrophic engine damage.

MAP Scaler for EM/Log/OBD – Component A

MAP Scaler for EM/Log/OBD – Component B

MAP Scaler for EM/Log/OBD – OffsetTable Description – These tables represent the calibration for the Manifold Absolute Pressure (MAP) / Boost Air Temperature sensor (MAP sensor portion only).

Tuning Tips – 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) - Offset

Scalar A = 230Scalar B = 0.23529412Offset = 1.647

Testing will be needed to further discover if installing new MAP/BAT sensors is possible.



Tuning Tips – We suggest that you set one of the scalers (Component B:) to 1 in order to simplify the math.

Common MAP sensor settings are as follows:Sensor PN: Bosch 0 281 002 437 Bosch 0 281 002 845 Bosch 0 281 002 456 Range: 3 bar 3 bar 3.5 barComponent A: 65.88 65.78 75Component B: 1.00 1.00 1.00Offset: 6.35 -5.41 -12.5

Throttle Tables

APP Translation : 0Neutral

APP Translation : 1st-6th Gear

Table Description – These tables represent how the Accelerator Pedal Position (APP) values are reported to the ECU on a per gear basis. The x-axis values in these tables are APP read-only values and the cell data is the reported APP values that are used by the ECU for throttle controls. These tables use read-only APP values to look up a APP value that is reported to the ECU for throttle controls.

Tuning Tips – The stock values work very well. If you are to modify these values, we highly suggest you drive the vehicle and datalog APP and TPS values to get a better idea about how this vehicle drives with the various changes.

Precautions and Warnings – These vehicles tend to use switching and 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.Table Description – This table represents the amount of compensation, or correction, made to the APP Translation system values based on current Barometric Pressure. The table is referenced by Barometric Pressure on the x-axis. Table values are the percentage change made to the APP Translation values. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for the current barometric pressure, and a value of 1.10 will have the ECU run 110% of what it was going to run for the current barometric pressure. Barometric pressure 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 Standard units selected.



APP Translation : Speed Comp.Table Description – This table represents the amount of compensation, or correction, made to the APP Translation system values based on current vehicle speed. The table is referenced by vehicle speed on the x-axis. Table values are the percentage change made to the APP Translation values. A value of 1.00 will allow the ECU to run 100% of what it was calculating in order 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 to run for that gear, and a value of 1.10 will have the ECU run 110% of what it was going to run for those conditions. Barometric pressure 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 Standard units selected.

Tuning Tips – These table values are set to 1.00 or are effectively not used.

DBW Throttle A-CTable Description – These tables define the throttle duty cycles indicated under three separate conditions as a function of calculated engine load, and thus requested torque. The table is referenced by the Engine RPM on the x-axis and by the calculated engine load on the y-axis. Table values are the relative throttle duty cycle the torque targeting system system will drive the electronic throttle body in an attempt to target the associated torque. Higher values mean more duty cycle, lower values mean less duty cycle.

Tuning Tips – 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 and WOT conditions. The requested torque values on the y-axis indicate how much or little 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 very effective and we suggest you start there.

VVT Tables

VVT Intake Cam Adv.VVT stands for Variable Valve timing and is a variable camshaft phasing control technology used by Mazda. Hydraulic oil pressure is used to advance the intake camshaft timing in an effort to optimize power through the entire engine speed and load range.

Table Description – This table represent the amount of intake camshaft advance represented in camshaft degrees. The table is referenced by Engine Speed on the x-axis and by Calculated Engine Load on the y-axis. Table values are the degrees of timing advance (shown in camshaft degrees) the VVT system will attempt to target. Higher values mean more intake camshaft advance, lower values mean less advance. You cannot retard (use a value less than zero) the intake camshafts. The system is closed loop and will make attempts to compensate for differences in oil pressure, temperature, oil viscosity, etc. As the system is hydraulically controlled by engine oil, changes may not instantaneously occur.


Tuning Tips – Tuning these tables takes patience and the ability to accurately quantify if changes are resulting in improvements or not. Depending on your level of modification, there are appreciable gains to be made through VVT intake camshaft advance tuning. For most cars that are not very heavily modified, the gains will be focused at low to mid-range Engine Speed across 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 understand in more precise details about what settings work best for your hardware combination. This is part of the job of tuning. Keep in mind that the engine is an air pump and functions as a system of all it's parts. Changes in your VVT intake camshaft advance can result in changes in your measured A/F Ratio, fuel consumption, optimal ignition advance, boost control, etc.

Precautions and Warnings1) 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 commanded VVT intake camshaft advance shown in this table and what you are data logging, this potentially means you have a mechanical issue with the hydraulic oil pressure control system. 2) The system has safe guards to prevent valve-to-piston interference ONLY when using stock pistons designed for the cylinder heads used and stock valvetrain including stock camshafts. If you are using after market pistons or camshafts, you are advised 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 and the VVT data you are logging does not increase, this may mean you have reached a designed mechanical limitation. The camshaft advancing mechanism may simply not be able to increase intake camshaft phasing beyond a mechanically limited point by design.

Toggles

Enable 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 Abs. Load Target Table (Boost Control)When checked, the ECU should function using this table as the only Load Target to raise or lower WGDC (which increases or decreases boost). Otherwise, the ECU uses a complex routine to look at several tables based on conditions which may lead to "inconsistent" turbo operation because the ECU is attempting to be more dynamic for conditions.

Use Boost Based Dynamics (Boost Control)When this box is checked, the ECU will function using several Boost Tables and the MAP sensor readings in order to control boost. This should provide what you are calling "PSI tuning" vs. the “Load Tuning” the factory implements. In other words, the ECU will take the result of the Boost Target table and compare it against the actual Boost measured by the MAP sensor. If Actual Boost is greater than target boost, it will reduce the WGDC (attempt to lower actual boost). The opposite is true if Actual Boost is less than Target; the ECU will then use the authority given to it within the Boost Dynamics table to increase WGDC.


The ECU will use the reported “Throttle Position” in the datalogs for looking up the Boost Target values. Since the ECU reports ~74 for WOT, the ECU appears to not be using the 4 final rows from 75-100. This loss in resolution should not hinder your ability to properly calibrate Boost Targets. Without including the last four rows, this ECU still has 15 x-axis RPM break points and 13 y-axis TPS break points for the psi-based Boost Targets table. This is more than sufficient considering that 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 Tables folder in order to allow for appropriate boost control. We will go over this in greater detail below.

The following screen shots and logic descriptions explain how the closed-loop boost control system functions using this custom coding.

1st - The ECM logic will “look-up” what the Boost Targets have been calibrated to based on RPM and Throttle Position look-up values; achieving these Boost Targets is the ECM's

primary goal for closed-loop boost control system.

The ECU logic will then cycle over again in this “closed-loop” operation.


4th - The ECM logic will then “look-up” compensatory 2nd - The ECM logic will then “look-up” what the WG Boost Dynamics values that will modify the WGDC in Duty Cycles have been calibrated to based on RPM and

order to achieve the Boost Targets for the corresponding Throttle Position look-up values; the ECU will then RPM and Throttle Position. drive the boost control solenoid in order to achieve

the desired Boost Targets.

3rd – At very fast rates, the ECM take readings from the MAP sensor and measures the Delta Δ (or difference between) the desired Boost Targets and the actual measured Boost for the measured RPM and Throttle Position.

The values in the Boost Dynamics table give the ECU the authority to modify the WGDC during over boost and under boost conditions. The values on the right hand side of this table give the ECU the authority to reduce WGDC during over boost conditions. The values on the left hand side of this table 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)" tables fall within .05 of actual observed Calculated Load. It is also essential that the values in the "WG Duty Cycles" are not over-aggressive. These values are a base for the Boost Dynamics system to start from, and can cause boost oscillations if set too high.


Date post:	26-Nov-2014
Category:	Documents
Upload:	fagadar-claudiu
View:	108 times
Download:	1 times

AccessTUNER_HelpFile_MAZDASPEED

Documents