Sub'd.

 

If it doesn't break you aren't trying hard enough.



I am seriously kidding

 

Okay so I've decided to start with the regular 93 Octane tune first. Utilizing Cobb Stage 3 93 Octane v312 map for starters. Going to fill with 93 and start logging.

Below are my initial questions: (and edited answers)

1. Whats the volume of these minor parts so I can add it to the appropriate table:
a. Depo Racing Beast 5.5" FMIC (8 liters)
b. I will add these to the intake manifold volume- Steeda TBS (0.0579 liters), and Boomba IMS (0.1225 liters).

2. @GhoST what was the final verdict on the Cobb VVT vs the Stock VVT?

3. Who settled for Knock Sensor Response Max Advance of 1* vs 2*? Imagine the answer is based on how refined the tune is running vs BL timing.
a. For informational purposes the map I have loaded has additional timing in slot 2 from 3K+ RPM of .5* up to 1.5* at 5k+ RPM and slot 3 from 3k+ RPM of .5* up to 2.5*at 5k+ RPM

4. Are the Cobb OTS 3/93/v312 WGDC settings fairly spot on for the factory turbo or should this be the starting point?

 

I did some testing on the VVT and found on my car, the settings from Cobb on stage 3 gave me the best power. I'm sure this would need work on a BT.

Max advance from Cobb is set to 4. Lowering this is worthwhile when you are running on the edge of knock to try and keep the timing consistent between pulls. I haven't done any testing with limiting it to 1* though. I personally use 2*. This also affects setting OAR so keep this in mind when adjusting it or you'll do what I did and be stuck at 0 scratching your head haha.

The WGDC settings are close enough, but it's worth working on them to try and eliminate some of the conpressor surge from this tiny turbo. Probably worth messing with the 3D boost control if you really want to dig in. I never got around to playing with that.

 

Latest datalogs (2 pulls) greygriz v100 map slot 3 on 93 octane (3rd gear). Haven't reviewed yet, waiting til after the football games.

 

Latest datalogs greygriz v100 map slot 3 on 93 octane (2 pulls 3rd gear). Haven't reviewed yet, waiting til after the football games.

Timing looks good, that's close to where I had to stop on the 93 I have here. Start your runs closer to 3000rpm...look at that big FRP dip!

 

I found no difference with VVT with stock turbo. BT on the other hand loved some overlap for spool. I too limit the amount of advance the timing strategy will use. With the stock turbo you can indeed play with the WGDC a little to get a little more boost, but most of your gains are going to be from timing up top.

 

I went back out to get rid of some ‘boxes’ and I can tell you the neg corrections disappear if I start at 3.5-3k RPM.

1- Is there a way to get the FRP to ramp up quicker below 4k RPM? (FP Desired Fuel Rail Settings)

2- How do we increase the available fuel in the STFT above 1.75k up to 5.5k? (this is related to the lambda and VE)

Anything else you see? @Gh0st @willfromfreeport

FWIW weight added to the car was about 265 including driver for those runs.

How much timing were you at on the 93? I imagine it's likely close and might be a good reference point.

 

Also have the lambda set at .96 per the fuel settings matrix on page 67 of the Cobb tuning manual.

It seems my STFT numbers are likely related to having 1/4 tank of 93 octane with 15% ethanol before filling with 3/4 tank of 93 octane with 10% ethanol.

That just leaves the dip in the FRP and if there is anything that can be done to compensate for that...

 

I got my 93 tune up to 18* at 6k rpm when I was playing with 93 octane.

The fuel pressure drop, I'm not 100% on clearing that up. @Gh0st, any insight on clearing that up? Would be helpful on my own tune as well. I get hit hard with that on E30, especially in winter.

 

For the Advanced Engine Paramters (CTRL-A) the base toggles are set accordingly at the moment:

If VTC manual isn't selected will the VTC settings from Cobb vs Stock even be in effect?

If we use Cobb VTC settings from 0k to 4k with the overlap and eliminate the overlap from 4K+ wouldn't that provide a small incremental increase in boost and overall HP under the line from 4K+?

 

I'm pretty sure the cam settings are in effect with VCT manual mode off. That's how their OTS maps have it.

 

Is the Cobb tuning manual only accessible if u purchase ATR?

 

Nope.

https://cobb.app.box.com/ford-table-descriptions
https://cobb.app.box.com/Ford-Focus-Custom-Features

 

Nope. https://cobb.app.box.com/ford-table-descriptions https://cobb.app.box.com/Ford-Focus-Custom-Features

Thanks man

 

The 'Tip Desired Min' (airflow vs pressure) *may* be changed to reflect any aftermarket BOV, BPV. However there is no guidance on what direction to take these values. I'm running the mountune uprated BPV and am hoping someone might know which way (if any) to tweak these for optimal performance?

Another thing I ran across was the VE calibration. If the STFT+LTFT value is positive it means the ECU is not commanding enough fuel and therefore needs additional VE. I will carefully attempt to correct this after everything else in the 93 tune is tweaked (although I may have to go back to finalize the tune due to changes/impact) and before I move on to e30.

 

The 'Tip Desired Min' (airflow vs pressure) should be changed to reflect any aftermarket BOV, BPV. However there is no guidance on what direction to take these values. I'm running the mountune uprated BPV and am hoping someone might know which way to tweak these for optimal performance? Another thing I ran across was the VE calibration. If the STFT+LTFT value is positive it means the ECU is not commanding enough fuel and therefore needs additional VE. I will carefully attempt to correct this after everything else in the 93 tune is tweaked (although I may have to go back to finalize the tune due to changes/impact) and before I move on to e30.

Is the mountune piece actually hold more pressure. I thought it was a direct replacement and requires to change when tuning so I doubt u need to tweak for it.

 

More logs (3 pulls) greygriz v101 93 octane (3rd gear).

Please provide feedback.

Added more timing.
Adjusted wastegate vs accelerator position netting 2-3 MPG increase.
This also smooths the throttle out without taking any power away.

Still want to ramp the fuel rail pressure up a touch sooner.
Don't think I'll push the timing anymore on this one with 93 octane.
Going to move toward the VE in order to get the STFT and LTFT within +/- 5%.

 

I noticed your max Load is 2.37 or so. To my knowledge, Cobb sets the max load in the tables to 3.0, which is way high IMHO.

You may want to look at setting your load limits a little lower. I'm given to understand 2.4/5 is common. If you start hitting your load limit, but all else is good, then you can increase it. But at least that provides a safety (one of many available) if you miss something else.

Hope that helps,
Mark

 

What's the highest load limit you've seen on a stock turbo running 93 octane with the stock fuel system?

Based on my logs 2.4 probably would be the safest choice.

Wonder what the safe load limit is on the stock turbo with e30 and the stock fuel system?

 

Did a few more pulls today (2 on greygriz v102 map 4 93 octane). The link is here.

The only tweak to the file was on the VE. Will continue to work the VE. Also adding the load limit at 2.6 and may lower it after more research. Thanks @LMStone510

The STFT and LTFT look great up top. Going to ramp the FRP earlier in the RPM band hoping one side effect will help with the STFT (not that it's bad).

Will move on to E30 soon. Also thanks to @willfromfreeport for all of his assistance too.

 

@SiThlord all the manuals are linked here at the moment.

Can someone explain SD Blowthrough Strategy?

 

US20130111900, for your reading pleasure. Ford's patent on the blowthrough system.

I'll be forthright: there are very, very few people on this planet that know how the quadratic VE system with blowthrough works. Those who know keep it under wraps like a closely guarded secret, because:
A) They are or were on Ford payroll, and they're NDA'd not to tell
B) They put a lot of work into reverse engineering the system to figure it out
C) They feel it gives them a competitive advantage to understand Ford's quadratic VE and not share.

Cobb's guide isn't perfect on how to adjust the VE. It's a good guide for how the old linear VE system works, but the new system is quadratic. The new system has blowthrough air. You will notice you'll go to make a 10% adjustment for example, and find out your adjustment was in fact not 10%. Its far more complex than that.

 

I appreciate the feedback but I also have a slot for E30 in the same map so it hits 2.5ish. I will turn the max load down to very close to that figure once the e30 tuning is complete.

I have all the CTRL A advanced safety features enabled (cat temp, valve temp, flange temp). However, I have not adjusted the thresholds in the original Cobb v312 map. Any further recommendations on those threshold targets or other safety features?

 

@Bugasu@Stratified

Please let me know how far off I am in this simplified explanation.

The SD Blow through attempts to standardize the qty of air that passes through the cylinder when the valves are overlapped regardless of boost level or rpm based on VE and other air factors (temperature, density, baro). It also controls multiple systems to include fuel components to maintain ideal conditions in the exhaust catalyst.

Some side effects are cleaner cylinder air during each combustion cycle because the air volume that's pushed through the system is accounted for in all the tables and sensors. This results in a more consistent cylinder condition for each combustion cycle while reducing any unburnt particulates that may have been left behind in the cylinder during typical scavenging. The engine may make slightly less power (negligible) but should be more consistent with a possibility of slower build up on the valves over time.

Based on my understanding this seems like it will still function correctly regardless of whether you have a test pipe, hi flo, or Oem cat. It only tries to maintain ideal conditions for the cat for emissions and possibly stabilized cat temps (and safety in our tuned cars).

 

@Bugasu@Stratified

Please let me know how far off I am in this simplified explanation.

The SD Blow through attempts to standardize the qty of air that passes through the cylinder when the valves are overlapped regardless of boost level or rpm based on VE and other air factors (temperature, density, baro). It also controls multiple systems to include fuel components to mainatain ideal conditions in the exhaust catalyst.

Some side effects are cleaner cylinder air during each combustion cycle because the air volume that's pushed through the system is accounted for in all the tables and sensors. This results in a more consistent cylinder condition for each combustion cycle while reducing any unburnt particulates that may have been left behind in the cylinder during typical scavenging. The engine may make slightly less power (negligible) but should be more consistent with a possibility of slower build up on the valves over time.

Based on my understanding this seems like it will still function correctly regardless of whether you have a test pipe, hi flo, or Oem cat. It only creates the ideal conditions to maintain ideal conditions for the cat for emissions and possibly stablized cat temps (and safety in our tuned cars).

Dead on! The whole goal is to maintain fueling during scavenging. During scavenging, your O2 sensor lies to you, as it sees excess oxygen and thinks the car is lean. This would cause the trims to go positive, and the car to dump fuel that it will never burn and raise emissions and the like. The basic idea of blowthrough is to compensate for this false reading by giving the ECU an idea of how much fresh air is "blowing through" the cylinder and clouding the O2 reading. By reversing it back out, it can calculate the correct lambda for each cylinder and know if you're still running right, despite reading wrong.

It also can keep track of how much air is being pushed out, and utilize this to help maintain optimal catalyst function, which extends the life of the catalyst, and leads to cleaner air for us all!

The amount of blowthrough is a function of the exhaust side breathing, and as such, in order to maintain its intended function, you need to calibrate for it. Changes in the exhaust side will especially affect it.
Keep in mind what conditions it is utilized in, and look at how the VCT timing is setup to utilize overlap in different scenarios, and some things may start to click on how you can calibrate it if you believe its changed.
Even running catless, its important for it to be correct, as it affects the in-cylinder AFR which is vital to keeping the engine healthy and safe!

 

Latest logs for my 93 Octane tune v200 Map 1 1 pull here.
Still a few tweaks left to the VE on this one. Also tried ramping FRP up sooner. 3k to 4k still needs some FRP ramping love.

The first E30 logs tune v200 Map 5 3 pulls here.
First tune for e30. Also ramping FRP up sooner.

 

Can someone post a link (I can't find it) to the stock turbo compressor map?

I've got an idea to use the WGDC BBG to limit boost through 1st and 2nd gear (which are prone to wheelspin anyway) to keep the airflow on the efficiency island of the stock turbo compressor map. Just something I'd like to try before letting things go all out in 3rd and 4th.

Edit: Great conversion by @Sovski.

Based on this I'd like to use the BBG to limit boost to about 15-18 psi in the first two gears. Now I need to figure out the factor to accomplish this. Edit: Have WGDC BBG set to phase in up to .6 on 1st gear and phases in to .8 on 2nd gear.
@Bugasu@Stratified

 

Latest e30 logs here.

Still an FRP drop between 3500ish to 4500ish.

 

App for mixing e85...

 

Need help on the FRP drop as seen in both logs above.