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1. ECU did not vvant to run that much timing 55 rich 411 0 4721 419 0 4 rich 11 3 0 When debugging a log file try and look at the events that lead up to the knock event that I am sure you are trying tune out Things to look for would be the amount of timing you are running and the AFR values If you don t have a wideband and in the UTEC logger the AFR reads anything other than rich under full boost you are running too lean Add some fuel and if your injectors are at 100 lower your boost 55 Spare Solenoid Usage Secondary Use a secondary solenoid to Solenoid power higher ampere devices UTEC Plug White Black VVire Device Motor Other Ex Water Sprayer Override Switch Diode eliminates EMF switching spike Optional but recommended I use the spare solenoid to control my TMIC water sprayer This is how I connected it all up I have the override switch mounted in the center consol box Each time I use it I feel like James Bond turning on some gadget The solenoid delay off is a nice feature 56 Ul PI X psi Consulting ali Free Pay Found on Create Edit UTEC maps can connect to UTEC in real time UTECLogger C Documents and Settings mposner My Documents wr UTEC Maps 9ps Eie Edit Tools Help 1 r Fuel Values 0 applies to all fuel below TPS crossover point 10 100 equates to Manifold Absolute Pressure if TPS gt crossover z 10 20 302. PDXTuning PDXTuning PDXTuning Caution When Fuel Tuning Stock O2 sensor 1s wideband but it s not recommended to tune against it under WOT e Even when UTEC log reads rich AFR maybe as high as Lean AFR s lead to high EGT s and possible engine damage Tune fuel using a real If in doubt go RICH O2 sensor But not too rich as that will cause misfire PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning The stock WRX front O2 sensor is wideband but you must not tune against the AFR you read from it It s only wideband to enable the ECU 1s to run in closed loop fuel tuning mode This is where the ECU monitors the front O2 sensor and try s to keep the AFR s at as close to 14 9 1 AFR as possible The ECU is only in this mode under certain easy driving conditions and the sensor works great within those regions Outside of these regions the wideband is ignored by the ECU and it runs on open loop mode Using delta dash I can see that the sensor pegs at about 11 5 1 the UTEC logs read rich under about 12 5 1 I do not trust the stock sensor and highly recommend an aftermarket wideband O2 setup Loads of good ones around the Tech Edge setup TurboXS Tuna and the LM1 s I have a Tech Edge setup and a TurboXS Tuna I must admit I like the Tuna as the wideband value is displayed right in with the UTEC logs I use the new Autologger available for download from www wrxhackers com that allow
3. TPS Modify values in Turn on Car do start car Using Logger 4 Record TPS TO Seeing Full depress throttle record TPS T1 just over Min TPS T0 51 100 is OK Max TPS T1 51 a If TPS never reads 100 you will never reach the 100 load column TPS Calibration is simple to do and means your load points will always be correct 11 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning UTEC and Knock e UTEC only corrects knock vvhen it is in control of timing e TPS gt Crossover e Timing retarded by 2 degrees for cre ine 100 crank cycles spontaneous combustion of the end gas e Continues to retard timing remaining fuel air until knock is no longer detected mixture in the chamber This occurs after the e Very sensitive spark e Which is a good thing s PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning One of the very cool things the UTEC can do is detect knock very well The stock ECU also detects knock but stops listening for knock at around 5500 rpm The UTEC while in control is always listening for knock and will retard the ignition if knock is detected This is great as it gives you a reliable fail safe all the way to redline Uncorrected knock will kill your car If you get knock let off don t try to drive though it Knock can destroy an engine Extreme cylinder pressures are seen when kn
4. and it feels very smooth When I go to WOT the boost builds up in a controlled fashion and with smooth transitions in AFR and timing the car feels smooth I have no hesitations or neck snapping jerks No one has ever said that my car feels slow either 42 PDXTuning PDXTuning PDXTuning X Tuning DXTuning PDXTuning PDXTuning PDXTuning Knock after shift timing correction ECU runs huge timing advance after high RPM shift This can cause knock after shift conditions TETI 1000 0 HB uq 0160000 t m Tien ff 0220000 a wog PDXTuning Earlier I mentioned that to cure shift knock you can add fuel in the upper 0 load columns If you have what you think is shift knock you should also hard code some of the timing values in the upper load zones as well If you look at what the ECU is doing between shifts you can see that sometimes it wants to run crazy timing values I have seen up to 41 degrees during a shift Ripe knock condition From 5250 on my stage4 I put in a timing value of between 18 and 20 degrees This seems to reduce the occurrence of shift knock Again the only draw back of this is if you run into these columns during your daily drive rather than during a shift If you do you will feel the car hesitate as the timing is locked down But who redlines their car with less that the crossover TPS 43 Too much advancel l Too much advance leads to and engine destruction At redline too much advance m
5. map loaded you can change the injector flow value You can t just enter the flow rate of your injector and expect everything to be perfect I run the Perrin intake and STI injectors and I ended up using a value of 500 just to get close to a good starting point If you have a larger than stock intake you will have to be very careful with the value you enter Too large and your car is going to run lean even with the map zero Start low and work up 34 Modified Stock Injector Flow Scaling The injectors may flow 740cc but do they match your MAF readings You maybe flowing more air BigMaf for example Start with injector flow set at 700 Fine tune AFR curve using a map overlay Next page Just a reminder that you cannot just enter a flow value and expect everything to work as expected Modified stock injectors are a great thing for those who need more fuel but even with the UTEC injector scaling you are going to have to fine tune you fuel map 35 Modifying Scaled OLF AFR Curve e Fine tune AFR oo b m su wa curve by adjusting ania fuel map in standard fashion Once you have the injector scaling near where you
6. some early testing of it AFR s are way more constant using OLF 29 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Why Open Loop Fueling the delay in transitioning from closed to open loop fuel control in the stock ECU Big issue with the 2004 WRX ECU Enables Enables e Eases fuel tuning when larger than stock injectors are installed Do not use scaling with a classic style fuel map PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning The 1 reason the UTEC need to do full fuel control 1s due to the 2004 WRX closed to open loop transition delay Basically what was happening was that the ECU was programmed with a delay between closed loop fueling and open loop fueling In closed loop ECU fueling it tries to target 14 9 1 reading the front O2 sensor The delay was going into open loop mode where the ECU just has a fuel background map This delay caused the car to run really lean going onto boost Knock Anyway with the UTEC Open Loop Fueling this issues goes away as the UTEC is creating the background fuel map This is very cool as it s MAF based As soon as you go over the TPS crossover point which the default for OLF is 25 the UTEC is in control Hence the delay is not an issue as the ECU is now doing nothing 2 other features are the controllable rev limit and the injector scaling Injector scaling will help those with larger than sto
7. want it to be you can go back to the standard way of fuel tuning and enter some MAF offset values to fine tune the AFR curve When I tested this a set my injector scaling at a value that produced a rich AFR curve across all the rpm ranges I then fine tuned the curve by removing fuel from a couple of spots I preferred to do it this way as the load zones that are not covered in a test run you kind of know that they will be running rich rather than lean Even though you are using a MAF offset method to adjust the fueling it will still be very consistent as the background map is generated by the UTEC not the ECU that can drift over time 36 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Programmable Rev Limit e Now UTEC controls fueling it can also control rev limit Unless you have strengthened internals changing rev limit could cause serious engine damage PARAMETERS OPEN LOOP FUELLING D N 126 Version 3 7a PARAHETER RANGE VALUE Open Loop Fuelling OFF 0 ON 1 Goi 0 Injector Flow cc per min 300 to 1000 124 Rev Limiter x100 30 tn 79 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Final note on the programmable rev limit For those who want to run a little past the ECU set rev limit at 7200 you can with this new feature Don t get stupid with this setting The stock internals were not made to run at 9000 rpm so don t go their I li
8. 402 502 60 70 s0 90 100 Ee EA e a E de ES a al EC Select RPM Range 500 2500 2750 4750 5000 7000 7250 9000 hl hh uk kil NAA UTECLogger 1 13 PM 9 4 2003 DX Tuning PDXTuning PDXTuni PDXTuning PDXTuning PDXTuning PDXTuning PDXT Just a mention of a couple of the UTEC utilities that are available for download If you use these utilities pay pal the people a little cash for them time and effort Other Handy UTEC Utilities e Log Template xlt Excel Spread sheet that converts log file to graph format e AutoLogger Automatic logging with some other cool features e UTECEdit Another great UTEC map creation tool I use this one I actually really like the Auto logger now It s really nice on dyno runs I also really like the UTECEdit tool and I now do all my map editing in it 58 FAQ s Do I have to use the UTEC boost controller No UTEC can be used to control only timing and fuel while something else MBC AVCR controls boost Should I calibrate the MAP Yes but I didn t e My TPS never reads 100 15 that ok No calibrate it Some dumb FAQ s 59 FAQ s Should I use launch control Risky but fun it s your car you make the decision How much boost should 1 run Use TurboXS recommendation as a guide More FAQ s 60 FAQ s e Why do 1 get knock with the TurboXS supp
9. ABC three turns open and the boost gain set to 48 Then I slowly work out what units produce what boost If I can t hit my target I open the ABC a little more and start again Another thing to do 1s to ramp up the units in the load zones Don t just put you max target in the 50 100 columns unless you like full boost at low TPS values If you are at 60 TPS you only want 60 of the full boost If you want full boost you should be at WOT so ramp up the units Doing this you will also find that you can 51 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Closed Loop Boost Gain e Lower Boost Gain Values e Quicker Boost Ramp up e Bigger boost spike Boost Gain related Spike e 45 can yield 1 psi spike Target Max Boost e Higher Boost Gain Values e Slower Boost Ramp up e Smaller boost spikes e 50 yields 0 psi spike e Caution Boost Gain effects 156 MAX boost value use PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning The boost gain controls how fast the boost comes on Higher numbers represent a slower and more controller gain Lower values represent faster gain and can aid spool up The issue with the boost gain constant is that it also generates a boost spike and can also effect you target max boost value A gain of 45 can yield up to 2 psi of boost spike You can tune to cope with that Just reduce the timing around that area The effect 1s qui
10. Enter the Open Loop Fueling menu option Turn on Open Loop Fueling On by default in 4 2c and above New base maps from TurboXS are tuned for PARAMETERS PARAHETER Open Loop Fuelling OFF 0 ON 1 0 or Injector Flow cc per min 300 to 1000 124 Rev Limiter x100 30 tn 7 Screen parameters may have changed a little since this screen shot vvas taken PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Enabling OLF ss easy GO into the OLF menu option of the 4 1 or above firmware and turn OLF to 1 Even if you have STi injectors DO NOT MODIFY THE INJECTOR FLOW DO NOT MODIFY THE INJECTOR FLOW scaling DO NOT MODIFY THE INJECTOR FLOW DO NOT MODIFY THE INJECTOR FLOW With OLF enabled I suggest you re check your AFR s with a wideband The OLF background fuel map is close to what the ECU does but not exactly what it does I noticed that I actually ran leaner at lower load zones and much richer at the top end But the differences were within acceptable ranges so I stuck with my original map STI Injectors and larger The reason that you do not change the Injector flow scaling value is that the map you are running was designed to compensate for stock ECU fueling with larger injectors installed If you change the flow scale are run a map that has negative values you are going to run super lean 32 Default OLF Operation e If injector flow has not been adjusted the
11. PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning The Quick Guide To Subaru Tuning with the UTEC Sponsored by PDXTuning Inc http www pdxtuning com The Ginge s UTEC tuning experience As of 12 02 2004 i ai 4 hia boo 4 1 i iiri i ik j i i 4 ir a R 1 d Tira s z war s i j i iyi ha f iw ry Pi eh j TEE T a danas AAEN mn d Mi i i 4 pe Sites t R Te i i iy Hi A PDXTuning PDXTuning PDXTuning PDXTuning PDX Tuning PDXTuning PDXTuning PDXTuning PDXTuning I would like to thank PDXTuning http www pdxtuning com for sponsoring this update to the UTEC Quick Tune Guide I had a WRX in the UK and when they were released in the U S I was one of the first people in Portland Oregon to own one A Sedona red wagon After thrashing the hell out of it for 10 months I decided that I wanted to add some performance modifications to it The usual stuff larger turbo bigger injectors full exhaust system At that point I decided that if I was going to invest in performance modifications I should do it to a virgin WRX So over a lunch break I visited my local Subaru dealership and purchased myself a new 2003 sonic yellow wagon This all happened in August 2002 By 600 miles I was almost a full stage 4 car thanks to my friends at Perrin The issue was engine management I had none as I was eagerly waiting the release of the T
12. ate hotter EGT s and aid spool up Do not lean this area out too much as you will end up losing power 26 Load Knock Mod od MAP MAF TPS Site Count deg Inj l Ign Boost MAF 1 46 duty deg 0 22 5 320 2 9 0 22 18 0 19 0 18 0 17 2 3 s 3 3 3 3 3838 17 gt Log to correlate data back to UTEC load column reference gt Adjust column to meet target AFR My AFR target was 11 5 1 PD XT uning r D A luning Funny after all those slides this 15 the most important Here you can see a snippet from a UTEC log 1 I was not using the Tuna for this run so you cannot see the AFR data AFR data was in a separate log from my Tech Edge wideband To tune you should reference the rpm and the map load points The MLP s are highlighted in the above slide From the RPM and MLP work out which load cell to modify to either add or subtract fuel at that point I try are target 12 5 1 up to 2750 then come down to 11 5 1 up to 5000 and finally down to 11 1 at redline Remember to add fuel make the value more positive and to subtract fuel make the value more negative If you have water injection you should be able to run leaner at the top end 12 1 sweet While you are fuel tuning check the injector duty cycle If it s already at 100 and you are running too lean then you will have to turn the boost down at that point Once the injectors hit 100 you cannot add anymore fuel Notice that you
13. cally fire the BCS to hit the target boost unit value 49 Open loop control just stuck with the TurboXS map until closed loop was introduced Used bleed valve to set max boost value Sorry No More Information Available Enough said I never messed with open loop boost control 50 Closed Loop Control e Start vvith lovv numbers and vvork up e Bleed valve effects max boost set at open 2 3 turns and forget e Boost Gain value effects max boost e 45 50 seems to work best e Effects boost ramp as well sso Pa a x M m dm m 2 111 a a ECU 2018 ii 220 8 ii oa Don t forget to turn on closed loop boost control Caution don t forget to turn it on If you use the closed loop boost values with open loop tuned on you will get 100 BCS all the time Huge boost I did this once by mistake I had loaded a new version of the UTEC firmware modified all the other parameters but missed boost control for some reason Crap my little VF30 hit 25 psi at 3800 rpm I did not think a VF30 could do 25 psi Lucky I was running 103 race gas at the time as 1f I had got knock I would have definitely blown my engine Don t forget to turn closed loop boost control on The other two black magic variables in the UTEC closed loop boost system are the bleed valve ABC and the constant called boost gain Adjusting both will effect the target values that the unit produce I use the set and forget method I have my
14. ck injectors If you are using STi injectors don t use the scaling Lets face it there are many maps available for these injectors already Stick with the default scaling and use a standard map You can still use OLF without injector scaling Also don t expect to be able to install 740 s and just set the scaling It requires more work than that DO NOT USE INJECTOR SCALING WITH A CLASSIC STYLE MAP gt gt gt gt gt 30 What is Open Loop Fueling not an offset of the ECU fueling No longer have to worry about effects of the Trim value no more long term trim offset MAF base fueling UTEC calculates injector duty cycle based on MAF RPM Ca UTEC 158 in full control of fueling Open loop fueling is just a name for the UTEC being in full control of the injectors Previously the UTEC fueling was an offset of the ECU fueling The issues with this was 1f the ECU changed it fueling the UTEC fueling got screwed up This could happen 1f the long term trim value changed over time With OLF the UTEC when in control creates the background map to replace everything that the ECU is doing in respect to fuel To do this the UTEC reads the MAF signal to calculate the injector duty cycle Very cool and it takes the UTEC one step closer to being a standalone ECU 31 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Turning on Open Loop Fueling e Requires 4 1 or above firmware e To enable
15. controller with the UTEC As the fuel and timing maps are MAP based past the crossover the maps will run just fine I personally use the UTEC boost controller It s a little sensitive to external changes and there is a little black magic art in getting to do exactly what you want but when you do it works pretty well 48 Open Loop Closed Loop Boost Control e Open Loop Default UTEC map sets boost solenoid duty cycle e Closed Loop UTEC map defines target boost unit UTEC automatically changes solenoid duty cycle to hit boost target The UTEC boost controller can run in two modes open loop which is the default and closed loop Do not get these confused with the fueling options In open loop boost control mode the values in the map represent a Boost Control Solenoid BCS duty cycle In a nut shell the higher the values the higher the boost The more BCS duty cycle that is used the more air that is vented out stopping the turbo waste gate from opening The more vented air the more boost The less vented air the waste gate gets pushed open and reduces the boost In closed loop mode the values no longer represent a duty cycle they represent a target boost values These values are unit less meaning that a value of say 200 does not represent 10 psi while a value of 250 represents 11 psi They are just units so you will have to figure out what units to use to work on your car As this is a closed loop system the UTEC will automati
16. do not enter all of the load zones You kind of go into ranges of them This is typical as unless you have access to a load set dyno it s hard to tune all load zones For ranges above a zone that are not entered I always go richer and for ranges below a zone that are not entered I always go leaner Not much either way Daily driving I enter these other load zones and always check that I m running more on the rich side than the lean side 27 Knock correction and Fuel Tuning e Add fuel to correct knock conditions WRX typical problem areas Around 4000 RPM Around 5500 RPM Stage4 Map example Rich around 4000 RPM BEEBE EE ES 100 BEH gal azal azal azal azal azal 424 z much fuel vvill lead to misfire The WRX has a couple of points that seem to be more prone to knock than others around 4000 and 5500 rpm s This I am sure is down to engine design The knock issues can be reduced by adding a little extra fuel in these areas You can see these area s in the timing map as well Just look at the lower timing values at these points Do not add too much fuel just a tad The hesitation that some people feel with their cars 1s typically down to running too rich in an area Just a little extra fuel to help reduce knock conditions 28 Fuel Tuning New in 4 1 Open Loop Fueling Mode Oh oh the new Open Loop Fueling mode of the UTEC I was one of the lucky ones who got to do
17. eans very high cylinder pressure At a point more advance does not yield more power e At that point more advance just takes you closer to knock e Back timing off 1 2 3 points to create a safe map e Saw this on the dyno a 35 As have said before too much timing advance can mean death to your engine 1 know people who learnt this the hard way More boost and fuel is going to give you the big jumps in power keep timing conservative If you are running pump gas definitely keep timing conservative One other note to make If you think your car cannot hold very much timing it maybe due to your spark plugs Incorrectly gapped plugs will screw your timing up so always make sure you have good plugs and they have been gapped correctly I use the NGK Iridium plugs BKR7EIX 11 gapped to 0 028 good would be between 0 026 and 0 028 I have had no issues with these plugs and this gapping They don t come gapped at this value so make sure you gap them 44 Timing Low Down 9302 Your can also hold a stack of timing in lower load zones Having timing advance down here produces that low down power that the WRX can sometime lack This is a hard area to tune as you run through the lower load zones very fast under WOT conditions I tuned my lower load zones by looking at what the ECU wanted to run in those areas Remember at the lower load zones the ECU is seeing the same boost levels to could in effect be controlling the timin
18. er that I actually tune in I load a conservative fuel and timing map then I setup the desired boost curve I monitor the AFR s as I do this to makes sure the car is not running lean Once I have the boost sorted out I then start to tune the fuel to the desired AFR targets Finally I adjust timing to squeeze that extra little bit of power out of the engine 14 Know your MAP based load points e Settings found in Column os 00 m menu a 30 40 60 Min PSI 0 default 50 feo Sg OM Max PSI 18 default Simple know you load points When logging you will see loads of data the most important of these are the rpm and Map Load Point MLP for short The MLP is based off the Manifold Absolute Pressure MAP The MLP is a range from 0 100 The above chart shows how the MLP corresponds to MAP if the UTEC defaults are used For most cars the defaults can be used The load point or load zone as it is sometimes called is very important data for tuning When analyzing UTEC log files look at the RPM values and the load point to work out which cell was in use In the logger files you will sometimes see that the MAP lags behind the MLP Trust the MLP it reflects what cell the UTEC is actually using at that time The logger MAP values are averaged to ease analysis Tune using the RPM and MLP The UTEC always uses absolute pressure even if the logger is set to gauge 15 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning
19. ff the ECU fueling While ST trim always goes to when the ECU goes into open loop mode the LT trim values 15 passed across and used as a offset values If your LT value is not stable and changes from time to time it will effect your overall fuel tune Solution Tune the 0 column Even if you use the UTEC open loop fueling a stable ST and LT leads to a more stable idle and better operation under the UTEC crossover point 66 The End Thank you 67
20. forums Updates 09 07 2003 Initial Version 02 26 2004 Added information on 4 1 firmware release 03 22 2004 Started Adding notes pages 12 02 2004 Clean up and added some add t onal information Trip to the UK and back Did you know that I wrote the Quick Guide on planes over multiple business flights I started adding these notes pages coming back from Barbados after my honeymoon Sarah says hello The UTEC ser Tunable Engine Computer Override control of gt Fueling gt Timing ae om 12V DC Input Grounding Plug Serial Port gt Boost Map Selector Accessory Plug The UTEC allows you to control the main aspects of your car Fuel Timing and Boost With the 4 1 firmware release the UTEC is looking more and more like a standalone ecu as it now contains it s own open loop fueling map This is a nice features as your AFR s will be much more constant as your fueling with this mode enabled is based off a constant Expectations What you are going to learn The basics required to tune with the UTEC What you are going to learn Real WRX tuning This will be enough information to destroy your WRX READ THE UTEC USER MANUAL Read this then read it again The UTEC gives you enough control of your car to destroy it This guide is a small addition to the TurboXS users manual V bedded Nb 4 AA A Just in case you did not read the last bullet on the previous page Ju
21. g at this point It s not as you have filled in these zones to reduce transitional knock conditions 45 Timing Values Mid to Top End gt Watch for knock in the mid rpm range gt gt After 3750 RPM s start ramping timing up 45 Watch for l amp If you get knock back off the timing 1 2 3 degrees at LEAST Here are just some pointers on timing values in your maps I do not see many differences between timing maps of a stage 1 to a stage 4 car Yes there are some just if you are running pump gas the timing seems to be very close match between Stages Minimal timing is used as boost comes on If you have your boost controller set to have the boost hit hard then you will only be able to run very low timing numbers as it hits Some of this could be due to over boost At redline I run 24 degrees I used to run 26 but I think I was past minimum best timing as I did not gain anymore power Remember if you get knock and your AFR s on on target then back off timing 1 2 or 3 degrees You are no going to lose power 46 UTEC Boost Controller Setup Moving on nothing to see here 47 Boost Map Tuning Boost Control 1s TPS RPM based 0 10 202 2302 402 502 602 702 802 902 1002 The UTEC boost controller map is different the fuel and timing maps as it is 100 RPM TPS based At any RPM TPS point the UTEC can be in control of the boost As people always ask this yes you can use an external boost
22. gnites air fuel mix degrees before top dead center PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning More timing advance produces more power but in my eyes it is the 1 reason for engine damage Too much timing advance is just like knock it generates extreme cylinder pressures that end up breaking things The advantage of more timing advance though is not only extra power but it also reduces EGT s Reducing or retarding the timing makes the car less prone to knock and can raise torque but can also raise EGT s As I said too much timing can be bad There is this thing called Minimum Best Timing MBT I m not go into great depth into what it is and why this happens but basically there 1s a point where adding more timing advance does not yield any more power This point is known as minimum best timing I have seen this on the dyno I was trying to add power at one point in my map My AFR s were spot on so I started adding timing At first I saw gains then it stopped I continued to add timing 2 then three degrees nothing Then I got knock at that exact spot Basically I had gone past the minimum best timing point and all I was doing was raising the chances of knock I removed 3 degrees of timing lost no power and never saw knock at that spot again The moral of this story is that if you get knock and your AFR s are correct you have too much timing advance You will not loss any power by
23. irst is the lean condition that happens as you shift the second is the timing that the ECU runs during the shift Both the lean condition and the high timing advance lead to knock These two effects happen when the UTEC gives back control to the ECU Both knock conditions can be fixed by locking down fueling and timing in the 0 column To reduce the chance of shift knock add some extra fuel in the 0 column from around 5000 rpm and up Don t worry about the fuel trim values the ECU 1s in open loop mode at 5000 rpm so the extra fuel will not effect them This extra fuel reduces the lean condition thus reducing the risk of shift knock Watch out if you add too much fuel in this area you could end up with some meaty backfire due to un burnt fuel in the exhaust This will damage cats and could also be miss sensed as knock Also if you happen to do a low load run up to these high rpm s this extra fuel could cause misfires 22 More on fuel tuning Fuel Tuning OPEN LOOP FUELING Mode 23 Fuel Map Tuning Past cross over point Throttle gt 25 load is represented by Mass Absolute Pressure MAP as defined in the 0 column applies to all RPM s below TPS cross over point 0 10 20 30 40 50 60 70 80 s z 100 Just a recap Under the TPS crossover point the 0 fueling values are used Over the crossover point the 10 100 load columns are used and the load reference swaps to MAP 24 Fuel Tuning Table e M
24. ke to shift at 7000 rpm and noticed that with the 200 rpm offset of the tachometer I would hit rev limit during a hard shift My solution was to up the rev limit to 7500 Very sweet shifts now with the launch control set at 6000 perfect for flat foot shifting 37 Time to talk about timing Timing Tuning Timing ninja fu 38 Timing Map Tuning Past cross over point Throttle load is represented by Mass Absolute Pressure MAP as defined in the 0 column applies to all RPM s below TPS cross over point 0 10 20 30 40 50 60 70 80 90 Z Again a reminder The 0 column is used when you are blow the TPS crossover Once over this point the 10 100 load columns are used and the reference is swapped to MAP 39 Timing Advance Retard Less degrees before TDC gt Number of Degrees before top dead center More degrees before TDC Some basics Top Dead Center is the upper most point the piston can ever reach Timing is measured from this point Advancing the timing is when you set the spark to happen before TDC as the piston is on it s way up This is measured in degrees Retard ng the timing is a phrase used to explain reducing the number of degrees before TDC that the spark happens 40 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Effects of timing adjustment Spark ignites air fuel mix degrees before top dead center Spark i
25. lied maps TurboXS maps are usually tuned for 94 octane petrol maybe your on 91 92 octane petrol Use Octane challenged map or increase the octane content of your petrol I find Toluene works very well e What s the nearest planet to the sun Mercury Final page I hope this Quick Guide has given you a better idea on how to tune with your UTEC Like I said earlier I do not expect it s 100 accurate but it should get you closer than you were before Cheers Mick mick_the_ginge l Backup Information Classic Fuel Tuning Classic Mode Fuel Tuning NOT Applicable to OPEN LOOP FUELING Mode More on fuel tuning 62 Fuel Map Tuning 3 1 Default 0 column applies Past cross over point Throttle gt 60 to all RPM s below load is represented by Mass Absolute TPS cross over point Pressure MAP as defined in the 60 by default aa ee Just a recap Under the TPS crossover point the 0 fueling values are used Over the crossover point the 10 100 load columns are used and the load reference swaps to MAP 63 Fuel Tuning e More positive numbers represent more fuel A value of 2 represents more fuel than an value of A value of 5 represents more fuel than a value of You are modifying injector duty cycle Me You are modifying the Mass Air Flow MAF voltage reading by a percentage The values that you type into the fuel map do NOT represent injector duty cycle they represen
26. n 3 1 fueling mode getting the ST and LT trims under control is very important 17 Tuning the 0 column for NON stock injectors Open loop fueling 0 column applies When using open loop fueling the to all RPM s below UTEC automatically does 0 fueling TPS crossover compensation The larger the difference the more modification is done 2 LA A ra o Stock intake or normal sized aftermarket Say UTEC stock injector size is set to 400 and the UTEC size is set to 500 This means the UTEC injector size is larger than stock thus the UTEC will remove fuel from the 0 The larger the difference the more fuel the UTEC will want to remove It s actually doing an automatic MAF modification for you If you have a reflashed ECU for your setup the stock size should match the UTEC size The UTEC size will be the actual size of your injectors I think in the future the UTEC will directly calculate the injector duty cycle even in the 0 rather than doing the modification as a MAF offset BigMAF setups If you have a BigMAF then it s a little more complex to work out the values A bigMAF will flow more air so you cannot use the actual injector size as the UTEC injector size With a BigMAF it will always be smaller than what you have installed Remember the UTEC does not know you have a BigMAF and it will fuel based on a stock intake For example if you have an Sti with Perrin 816 injectors and a BigMaf
27. n classic style Fuel Maps are compatible when Open Loop Fueling is enabled Ubechdit v1 0 Gis yev gdi Dis raae F zi mal Furi Trang Booi oe 3 5 Pere bee Pere lm tae bee 5 Lee ts 48 ssl ssl 4 LEI 4 6 d a 5 5 ee eee eee aa a 25 SA 25 amp amp 5 E amp 122 5 et HE a r Why Because before this you may have never been running through these lower load points Not much to say here OLF is not for everyone but with some extra fuel tuning the results are a more constant fuel tune 33 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Changing Injector Flow Scaling Requires 4 1 or above firmware q UTEC generates To enable AFR curve Enter the OLF menu option based on MAF RPM and Modify Injector Flow scaling factor Supports 300 to 1000 flow rate PARAMETERS PARAHETER RANGE VALUE Open Loop Fuelling OFF 0 ON 1 0 or Injector Flow cc per min 300 to 1000 Rev Limiter x100 30 to 80 73 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning With your new
28. ock occurs It s this extreme pressure that destroys the engine easily breaking connecting rods and bearings The UTEC is pretty sensitive to knock which is a good thing I suggest that you do not mess with the knock thresholds they are set like that for a reason I have seen cars pull way over 425 WHP on those knock settings so they work just fine When the UTEC detects knock you can be pretty sure that knock is what you got Fix the condition do not reduce the knock sensitivity Too much timing advance is the 1 culprit of knock conditions Simple knock cures are less timing advance and more fuel Remove the timing first 2 3 degrees then try adding fuel Your car will be less prone to knock with a better grade of fuel The more octane the fuel has the better 12 Now for the real stuff Map Tuning Fuel Timing Boost Parameters PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Fuel Tuning Information applicable to classic MAF modification in 3 1 and 4 1 mode and Open Loop Fueling mode PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Fuel tuning with the UTEC has 2 modes One is based off the ECU fueling map the other is based off the UTEC s built in MAF based fueling map this mode is known as open loop fueling The following information relates to both of these modes As a side note this quick guide is not setup in the ord
29. ore positive numbers represent more fuel A value of 2 is more fuel than an value of A value of 6 s less fuel than a value of s You are modifying the Mass Air Flow MAF voltage reading by a percentage s Applies to both classic and open loop fueling modes The values that you type into the fuel map do NOT represent injector duty cycle they represent a MAF offset percentage This is the same in both fueling modes whether the ECU is controlling the background fuel map or if the UTEC is running in open loop fueling mode and is controlling the background map A more positive number represents more fuel a more negative number represents less fuel 25 Fuel Tuning gt TPS crossover Fueling for Rapid Spool Up gt gt This creates EGT s which helps the turbo spool quicker gt 0 RPM PDX Tuning PDX Tuning Far too often I see threads about slow spool up on the WRX turbo or after market turbo s with the UTEC With after market turbo s some of this 1s because the things are huge and do have a slow spool up Some of it is due to the car running really rich in the spool up zones The UTEC base maps are good but they can be a little rich This is great and conservative but can lead to slow turbo spool up as the EGT s don t get very hot If you have this issue you should use a wideband O2 sensor and see if you are running rich in the spool up area 10 5 1 maybe perfect at full boost but 12 5 1 AFR will cre
30. removing 2 3 degrees at this point This of course if also down to the octane rating of you petrol gas More octane the petrol has the slower the flame front moves through the cylinder the more timing 41 Timing Adjustment Default maps don t have timing down in the 10 60 columns Can cause knock when control passes from ECU to UTEC and back Needed for cars with BigMAF Move timing values into those area Try to limit steps in timing to less than 3 degrees Some of the issues that are seen with the base maps are that there is no timing values in the lower load zones What happens is that as control 1s passed from the ECU to the UTEC the timing values can be vastly different More than 4 degrees and you can feel it This jerk sometimes also gets detected as knock The solution is to put timing values into the lower load zones Another issue that comes up with timing is what I like to call transitional knock This is either the above scenario or when the UTEC is in control and timing jumps up or down more that 2 degrees at a time In the lower load zones having jumps of 4 8 degrees in timing are fine but under WOT boost conditions you should avoid this Keep the timing steps to 1 2 degrees at a time This limits the chances to transitional knock I have no idea why the car does this it just does Smooth transitions up and down are key to a good feeling car What I like about my car is that the power is always coming on
31. ry Modify Fuel Higher EGT s Less Fuel to air ratio More prone to knock Advance timing More prone to knock Fuel ignited earlier Higher Boost Higher EGT s Higher boost PSI More prone to knock PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Actually this is basic tuning theory Fuel 12 5 1 Air Fuel Ratio AFR produces more power that say 10 1 AFR That s 12 5 parts air to part fuel Leaner can produce more power but you can go too lean that 1s very bad for the engine The negative effects of leaner AFR s are hotter Exhaust Gas Temperatures EGT s which also means your is more prone to knock Knock is bad and we will talk about this more in the coming sections I like to target 11 1 at 5000 tapering down to 10 5 1 at readline Advancing the timing making the spark ignite the fuel more degrees before top dead center can also lead to more power Again more advance also makes your engine more prone to knock As soon as you get knock you know that you are far past Minimum Best Timing MBT and you make no extra power past MBT I prefer to run more conservative timing and more boost and fuel More boost means more power only when you can add enough fuel for that amount of boost Again more boost can lead you to be more prone to knock PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning UTEC Control Fuel Based on Throttle posi
32. s the Tech Edge wideband reading to be logged along side of the UTEC logs Very nice Anyway buy or borrow a wideband to enable you to tune your fuel correctly 16 Tuning the 0 column for NON stock injectors 0 column applies e If you have larger than stock injectors to all RPM s below you should tune your 0 column TPS crossover using an OBDI Scanner Effects ECU s Long Term and Short Term trim values Typical Stage4 map yields LT values from Fine to be within Add remove a percentage of MAF to get the trims in line LA A ra o If you are running larger than stock injectors you will have to tune your 0 fuel column Your goal is to get the ECU s short and long term fuel trim values as close to as possible The UTEC cannot read the ECU fuel trims an ODBII scanner or other logging device such as delta dash can be used to capture the fuel trim values The ECU can only correct 25 fueling to compensate for injectors If you install STi injectors without engine management you will see that the ECU will max out both ST and LT trims at 25 The ECU 1s trying to remove loads of fuel to compensate for the larger injectors The UTEC 0 column is used to fool the ECU into thinking that less air is going into the engine thus the injectors do not need to be fired so much Getting the ST and LT trims under control will lead to a more stable idle and better overall fuel tune I
33. st checking to make sure you understand that you still have to read the manual Agenda UTEC Overview Basic WRX Tuning theory UTEC Control and TPS Calibration UTEC and knock Map Tuning Fuel 0 tuning and Open Loop Fueling Timing Boost Parameters Logging Spare Solenoid Usage Handy software applications Agenda duh UTEC Overview How does the UTEC enable more Horse Power Increases decreases fuel Advances retards timing Control over boost pressure Ignition Timin Ignition Timing against Engine Speed RacingMeter 1000 00 2000 00 300000 400000 5000 00 6000 00 Engine Speed Subaru knows they can extract way more power out of the WRX engine but for reliability they choose not to The main consumer wants a car to last 100 000 miles and a very high performance car just won t do that Thus Subaru makes the WRX fast but not that fast Power is left on the table and the UTEC allows you to extract that extra power buy modifying fuel timing and boost curves A UTEC on a stock car can add 30 WHP with ease Bang for the buck engine management on a stock car is the way to go Once you start adding more performance parts the UTEC becomes invaluable as you have to tune to make the most of those new parts Just take my car for example 189 WHP with a full stage4 set of parts 270 after correct UTEC tuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Basic WRX Tuning theo
34. stall 20 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Delta Dash Log of 0 Tune Nice and stable LT Very stable idle ST not too bad Effect of free air BOV 2 1 2257 8 Time 111 671 ms 180000 0 PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning This is a Delta Dash log from a quick run Notice the ST trim jumps around loads This is normal as the ECU is on closed loop fuel control and uses ST to make quick fuel adjustments If a ST pattern is spotted by the ECU it uses the more coarse LT trim value to apply a more permanent adjustment This is called fuel learning and the ECU is very good at it It s typical to see steps in the LT trim values Notice the ST spike that s the BOV venting producing a rich condition The ECU is back in closed loop fuel tuning mode and immediately tries to correct the condition thus the negative spike on the ST trim 21 Knock after shift fuel correction Add some fuel in these areas to minimize knock e Knock after shift is usually down to after shift two things e Adding fuel at 5000 RPM s in the lower boost range can minimize this effect While we are on the subject of the 0 column 1 should also mention something that is being called shift knock Shift knock is knock that is detected between shifts This type of knock is down to a couple of conditions The f
35. t a MAF offset percentage This is the same in both fueling modes whether the ECU is controlling the background fuel map or if the UTEC is running in open loop fueling mode and is controlling the background map A more positive number represents more fuel a more negative number represents less fuel 64 Theory behind MAF based fuel modi ficat on e Fools the ECU UTEC when in OLF control Injectors duty cycle 15 reduced Injector duty cycle is increased This pretty much explains it all The value that you type into the fuel map is a percentage offset applied to the MAF signal before either the ECU or UTEC sees it Lets say that you have stock injectors and you want to add 1 fuel You would type a l in the map load zone This is saying that you are adding 1 of the MAF signal back on before the ECU or UTEC sees it Thus the ECU or UTEC increases the injector duty cycle to get them to spray more fuel It s not quiet this simple but this is a good enough explanation for us to work with 65 Why Tune the 0 is using classic fueling mode Long Term Trim value used in ECU open loop not UTEC fuel control Long term value will effect your gt 63 TPS fuel values If Long Term is not stable your gt 63 TPS AFR will never be stable Maybe too rich or maybe too always goes to over 63 TPS Ignore this if you have enabled OPEN LOOP FUELING with the UTEC With 3 1 UTEC fuel control the fueling is based o
36. te nice you get that whoosh of extra power as the turbo comes on and that neck snap that lots of drivers like My wife hates it but she has neck troubles Of course in my car her neck is abused as I have race hard Teins front and rear sway bars and the Perrin PSRS which all leads to a rough road ride Sweet on the track just harsh on the road 48 seems to yield a nice quick boost build up not neck snapping but you don t get and over boost spikes 52 UTEC Parameters e Split into three sections User Tuner Special Open Loop Fueling It s best to read the UTEC users manual to understand these They are fully explained in the manual Too many parameters to count now read the manual 53 Logging Log 1 seems to be the best for daily logging Boost TE PSI Actual MAF Volts Boost modified UTEC Load Column Open Closed MAF Lok FEM Load loop setting volts Column Fuel Got any modify Enok Injector UTEC AFR ECU Duty controlled Ignore Timing Cycle timing Load Knock Site Count b Tl LA Lu Lad LAD Lad Lal AO uo dian ZPO 02 PAL Fi kilim lin amp Ly DNDN Pwk D F a BL E O O OO LA Las S lt R MG wf O 0 GODOT O LU LULU LL LU LLL 22 Again the real UTEC manual is the best place for information on the loggers 54 Log Debugging Too much UTEC running too much timing Too Lean Boost advance The
37. then I find that setting the UTEC injector size to 650 gets you close Leave the stock size at 550 If you look at the fuel trims and they are either too positive or too negative change the stock injector size Have the stock size closer to the UTEC size will mean less fuel is removed Do this if the trims are positive More difference will force the UTEC to remove more fuel do this if the trims are negative 18 Tuning the 0 column Simple Tuning Procedure 1 e Warm the car up e Reset the ECU e While in neutral Rev car from idle to 5000 RPM while logging LT and ST Adjust 0 to add remove fuel where needed If LT and ST show positive ADD fuel If LT and ST show negative REMOVE fuel Reset ECU and Repeat Do this until LT and ST read close to 0 Follow these simple notes to tune your 0 UTEC MLP 19 Tuning the 0 column Simple Tuning Procedure 2 e Go drive the car while logging LT and ST Under load fuel conditions are different e Again adjust 0 column to try and get LT and ST as close to O as possible It s never going to be perfect but it should be close gt At Idle force ECU to be removing fuel Idle seems to run smoother Forcing the ECU to take the LT negative at idle does seem to give you a very stable idle but don t go too far The transition to your idle 0 setting leads to a rich spot as the ecu transitions into that load zone Too rich at this point and your car will
38. tion TPS versus RPM or MAP Timing Based on Throttle position TPS versus RPM or MAP 0 column applies to all RPM s below TPS cross over point e Past cross over point 10 100 columns represent MAP as set in the SPECIAL CONSTANTS e Below Cross over it s TPS Boost Based on Throttle position versus RPM PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning PDXTuning Ok so the basics The UTEC is not always in control Only over the default crossover throttle position does the UTEC take control 60 in classic fueling mode and 25 open loop fueling mode Under the crossover point the stock ECU is doing all the work It controls the fueling boost and the firing of the spark plugs Past the crossover the UTEC talks control and is then based on a mixtures of boost pressure MAP and with the new open loop fueling it can control via Mass Air Flow MAF for the fuel as well For now lets just think of RPM and MAP The UTEC 10 100 map columns are based on RPM vs MAP past the crossover point The 0 column can be used to override the ECU values for the fueling timing and boost while below the crossover points The 0 could be as simple as telling the UTEC to use the ECU values or more complex such as apply a fueling override or lock down timing at specific RPM values Boost is the odd one out it s throttle position vs RPM based 10 TPS Calibration Enables correct load point selection based on
39. urboXS UTEC When I finally got my UTEC I took my car into our local 4x4 dyno at Matrix Engineering and did a couple of base runs Shite 189 WHP from a stage 4 car this was running the TurboXS stage4 map at 17psi I knew the car was way more powerful than that I just needed to do some tuning After many many hours of dyno tuning and road tuning I have a WRX that puts down 270 WHP at 19psi boost on 92 octane fuel constantly VF30 Sti Pink Injectors Perrin intake uppipe HKS down pipe headers PWR TMIC Aquamist water injection just to name a couple of the main performance parts The cars at 303 WHP now with a 20 toluene mix it s tuned to 12 5 1 AFR as I am running an Aquamist water injection setup What follows is my tuning experience It s not complete it s not always 100 accurate it s just what I experienced while tuning my car Hello from Sarah and Mick A couple of pictures of my car From top left On the golf course front view on the golf course side view a little bit of track racing at Portland International Raceway my lovely wife Sarah and I at the Oregon Coast dash board with touch screen LCD for UTEC tuning EcuTek reflashing Delta Dash logging JDM 6 speed required for extra power another action shot from Portland International raceway Exedy 3 puck ceramic clutch huge water tank that feeds the Aquamist water injection system and intercooler oil tranny cooler sprayers I m mick_the_ginge on most of the
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