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USDM Mitsubishi EVO XTable Descriptions and Tuning Tips

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USDM Mitsubishi EVO XTuning Guide and Table Definitions

This tuning guide is broken into the basic components of tuning a Mitsubishi EVO X and the tables associated with each of these components. For each major tuning category the guide outlines basic tuning strategies and defines tables within this category (for example, Boost control, Fueling,and Ignition timing).

Table of ContentsTuning Guide ................................................................................................................................................6

Step 1 – What is the mechanical configuration of the vehicle? ...............................................................6Step 2 – What fuel is the vehicle using?....................................................................................................6Step 3 – What type of air intake is on the vehicle?...................................................................................6Step 4 – Calibration refinement on a chassis dynamometer......................................................................7AccessTUNER Program shortcuts:.........................................................................................................13

Table Descriptions.......................................................................................................................................14Boost Control Tables...............................................................................................................................14

MAP Max Reported Value.................................................................................................................14Target Boost (Load) Table – High Gear Range..................................................................................14Target Boost (Load) Table – Low Gear Range .................................................................................14Turbo Dynamics (Max Negative WGDC Correction)........................................................................14Turbo Dynamics (Max Positive WGDC Correction).........................................................................15Turbo Dynamics Correction Interval (High Gear).............................................................................15Turbo Dynamics Correction Interval (Low Gear)..............................................................................15Coarse Wastegate Duty Cycle – High Gear Range ...........................................................................15Coarse Wastegate Duty Cycle – Low Gear Range ............................................................................15Fine Wastegate Duty Cycle – High Gear...........................................................................................16Fine Wastegate Duty Cycle – Low Gear............................................................................................16Boost (Load) Limit.............................................................................................................................16Boost (Load) Limit Delay...................................................................................................................17Boost Control Offset...........................................................................................................................17Boost Coolant Temp Compensation...................................................................................................17High / Low Gear tables sw/o Break Point..........................................................................................17Turbo Dynamics (Load).....................................................................................................................18

Camshaft Phasing....................................................................................................................................18Exhaust Cam Timing – Cool ECT ....................................................................................................18


Exhaust Cam Timing – ECT Based Interpolation..............................................................................18Exhaust Cam Timing – Warm ECT....................................................................................................18Intake Cam Timing – Cool ECT .......................................................................................................19Intake Cam Timing – ECT Based Interpolation.................................................................................19Intake Cam Timing – Warm ECT......................................................................................................19

Fuel Tables..............................................................................................................................................20Closed Loop Fuel Trim – 1Low to Mid..............................................................................................20Closed Loop Fuel Trim – 2Mid to Low..............................................................................................20Closed Loop Fuel Trim – 3Mid to High.............................................................................................20Closed Loop Fuel Trim – 4High to Mid ............................................................................................20Cylinder Fuel Trim A.........................................................................................................................20Cylinder Fuel Trim B..........................................................................................................................20Cylinder Fuel Trim C..........................................................................................................................20Cylinder Fuel Trim D.........................................................................................................................20Cranking Enrichment..........................................................................................................................20Fuel – High Detonation (Low Octane)...............................................................................................21Fuel – Low Detonation (High Octane)...............................................................................................21Injector Latency..................................................................................................................................21Injector Latency (Base Multiplier).....................................................................................................22Injector Scaler.....................................................................................................................................22Open Loop Load A – High Det. (Low Octane)..................................................................................23Open Loop Load A – Low Det. (High Octane) .................................................................................23Open Loop Load B – High Det. (Low Octane)..................................................................................24Open Loop Load B – Low Det. (High Octane).................................................................................24Open Loop Throttle A........................................................................................................................24Open Loop Throttle B.........................................................................................................................24Volumetric Efficiency........................................................................................................................25

Ignition Tables.........................................................................................................................................25Cylinder Ignition Comp A..................................................................................................................25Cylinder Ignition Comp B..................................................................................................................25Cylinder Ignition Comp C..................................................................................................................25Cylinder Ignition Comp D..................................................................................................................25Knock Filter A through L...................................................................................................................25Knock Background Noise Adder (Single Gain) #1 ...........................................................................25Knock Background Noise Adder (Single Gain) #2............................................................................25Knock Background Noise Adder (Triple Gain) #1.............................................................................26Knock Background Noise Adder (Triple Gain) #2 ............................................................................26Knock Background Noise Multiplier .................................................................................................26Knock Sensitivity Load Threshold ...................................................................................................26EGR Ignition Advance ....................................................................................................................26Ignition - High Detonation (Low Octane) WOT................................................................................27Ignition - Low Detonation (High Octane) WOT................................................................................27Ignition Calculation Limit - Ceiling...................................................................................................27Ignition Calculation Limit - Floor......................................................................................................28Ignition Reduction..............................................................................................................................28Ignition Warm Up ..............................................................................................................................28Ignition Warm Up - % Used ..............................................................................................................28

Limits Tables...........................................................................................................................................29Max Airflow Table A.........................................................................................................................29


Max Airflow Table B..........................................................................................................................29Max Airflow Table C..........................................................................................................................29Max Airflow Table D.........................................................................................................................29Torque Limiting Table A....................................................................................................................29Torque Limiting Table B....................................................................................................................29Torque Limiting Table C....................................................................................................................29Torque Limiting Table D....................................................................................................................29Engine RPM Limiter Off....................................................................................................................30Engine RPM Limiter On.....................................................................................................................30Engine RPM Limiter (Stationary)......................................................................................................30Speed Limit A Off..............................................................................................................................31Speed Limit B Off..............................................................................................................................31Speed Limit C Off..............................................................................................................................31Speed Limit A On...............................................................................................................................31Speed Limit B On...............................................................................................................................31Speed Limit C On...............................................................................................................................31

Miscellaneous Tables..............................................................................................................................31Idle Speed (In Gear)............................................................................................................................31Idle Speed (Neutral)............................................................................................................................32

SST Engage.............................................................................................................................................32SST Disengage ...................................................................................................................................32SST Normal Engagement D ..............................................................................................................32SST Re-engage Gears 1-3-5...............................................................................................................32SST Re-engage Gears 2-4-6 ..............................................................................................................32SST S-Sport Engagement B................................................................................................................33SST Sport Engagement C...................................................................................................................33

SST Tables..............................................................................................................................................33SST Torque Limit A...........................................................................................................................33SST Torque Limit B...........................................................................................................................33SST Torque Limit C...........................................................................................................................33

Sensor Calibrations..................................................................................................................................33Intake Air Temp Calibration A...........................................................................................................33Intake Air Temp Calibration B...........................................................................................................33MAP Engine Load Table A................................................................................................................34MAP Engine Load Table B................................................................................................................34MAP Engine Load Table C................................................................................................................34Mass Air Flow Sensor Calibration.....................................................................................................34Mass Air Flow Sensor Comp .............................................................................................................35

Throttle Tables........................................................................................................................................36SST Throttle Table A..........................................................................................................................36SST Throttle Table B..........................................................................................................................36SST Throttle Table C..........................................................................................................................36Throttle Table – Base .........................................................................................................................36Throttle Table – Cool ECT.................................................................................................................36Throttle Table – Warm ECT ..............................................................................................................37Throttle Tables – Warm/Cool ECT Breakpoint..................................................................................37

Toggles (Base).........................................................................................................................................37Torque Monitor...................................................................................................................................37Lean Spool .........................................................................................................................................38


Guide to Boost Control System Changes ....................................................................................................39


Tuning Guide

Step 1 – What is the mechanical configuration of the vehicle? The first step it tuning an EVO X is to choose a Cobb Tuning base table that best matches the components of the vehicle to be tuned.

The Stage1 calibrations are designed for vehicles with a stock exhaust system. The Stage2 calibrations are designed for vehicles with a full exhaust system. This major difference in configuration impacts the pumping efficiency of the motor and critically impacts all major aspects of tuning (boost, fuel, and ignition).

Step 2 – What fuel is the vehicle using?Note that Cobb Tuning offers calibrations for three different fuels: 93 octane, 91 octane, and ACN91 (91 octane from Arizona, California, or Nevada). The higher the octane the higher the fuel quality. Higher octane burns more slowly and can support higher cylinder pressure. This difference in fuel will determine how the car is tuned. Take a moment to compare and contrast timing, boost, and ignition tables from each type of calibration. Higher octane fuels support more ignition timing, higher boost levels, and leaner air to fuel mixtures compared to lower octane. Using a map designed for high octane with low octane fuels can produce motor damage.

Step 3 – What type of air intake is on the vehicle?The EVO X utilizes a mass air flow (MAF) sensor located downstream to the air filter and before the turbo to measure the amount (mass) of air entering the motor. This air flow measurement IS CRITICAL for boost control, ignition timing, and fuel. This sensor reports the amount of air entering the motor and this is used to determine load. Many tables inside the ECU use calculated load and engine speed as axis. Therefore, it is the MAF sensor reading and calculated load that determines the table values used to control the motor.

The MAF sensor readings depend entirely upon the type of intake system. After market intakes rarely promote laminar airflow around the MAF sensor that is equivalent to the stock system. As a result, the stock MAF sensor calibration is not appropriate for most after market intakes. If an after market intake is used the tuner will have to spend considerable effort to ensure that the MAF sensor scaling matches the true airflow characteristics of the chosen intake. We highly suggest that the initial tuning is done with the stock intake system so that a proper tune can be established with a known MAF sensor calibration. Once the tune is optimized for the stock intake the after market intake can be installed and only those components of the tune related to this intake change need be altered.

Cobb Tuning offers maps that support the stock intake as well as the Cobb SF intake. Cobb is also developing base calibrations for other popular intake systems. If a calibration is not available for your intake you will have to go through a deliberate process to create MAF sensor calibrations. Please see the tuning tips under “MAF sensor calibration” where this process is outlined.


Step 4 – Calibration refinement on a chassis dynamometer.

A: Perform initial testing at low boost.After choosing the most appropriate starting point calibration, prepare to test and refine the calibration on a chassis dynamometer. When creating a custom tune it is best to begin testing under low load conditions. To effectively lower the boos for initial dynamometer testing lower the target boost (Load) tables . This lowers the requested boost. Lowering the target load alone will not produce stable and low boost levels. It is also advisable to reduced the wastegate duty cycle (course and fine wastegate duty cycle) by a similar percentage. Test done at lower boost will allow you to assess the calibration without putting the motor under potentially dangerous conditions. Start the tuning process by loading this “low boost” starting point calibration onto the vehicle.

B: Connect the AccessTUNER software to the AccessPORT equipped EVO X.Open the selected starting point calibration in the AccessTUNER software. Configure the AccessTUNER software to connect to your vehicle. Attach the OBDII dongle to the vehicle and the associated USB cable to your computer. Press “Ctrl+F” to configure the program. Select the directory in which to store your data logs under the “logging” tab. Select the type of tuning cable and its associated com port under “communications”. You can also integrate a wideband O2 (WBO2) sensor signal into the data logs. Select the specific oxygen sensor you wish to use and indicate its associated com port.

C: Log critical engine parameters while testing.AccessTUNER software allows the user to sample and record critical engine parameters. This data includes sensor information and commanded engine function. Open AccessTUNER and load the calibration currently flashed into the AccessPORT. Attach the OBDII cable to the vehicle and the computer. With the vehicle ignition on, press “Ctrl+L” to connect to the active ECU. If AccessTUNER is


connected to the vehicle the message in the lower right corner of the program will read “on-line”. Press “Ctrl+F” to configure the logged parameters and those displayed in the AccessTUNER “Dashboard”. The dashboard is a screen that reports active engine and sensor parameters. This screen is the single best way to assess the condition of the motor during tuning. It is critical to actively monitor these parameters while tuning. These data allow the tuner to determine if a calibration is performing correctly. Accurate and deliberate assessment of logged parameters is the only way to avoid conditions that may damage the motor.

If more than 12 parameters are selected at any one time the rate of data collection will be lower than optimal. With 12 or fewer parameters the logging rate should be 7 to 8 Hz.

Below is a list of logged parameters for the EVO X. The selected parameters are those that are critical to record under most conditions. Other parameters may be selected or removed based upon the objectives of any specific tuning process.

Abs. Pressure – Absolute Pressure, absolute pressure in PSI. Will read up to 44 psi. The maximum reported value can be increased to 44 from the stock value of 37 by increasing “MAP Max reported Val” under boost tables.

Accel. Pedal Pos. (V). Output voltage of the accelerator pedal. This voltage relates to low and high position.


Baro. Pressure – Barometric Pressure.

Battery Voltage (V)

Boost Pressure – Relative Manifold pressure (absolute pressure – barometric pressure) or turbo boost pressure.

ECT – Engine coolant temperature.

Exhaust Cam. Ret. – Variable exhaust camshaft retard phasing position.

Ign. Advance – Ignition timing in degrees before top dead center. This is the final commanded ignition timing after all correction and adjustments.

Inj. Duty Cycle – Duty cycle measurement of fuel injector use.

Inj. Pulse Width (ms) – Total open time of fuel injector.

Intake Air Temp. – Measurement of intake air temperature at the MAF location.

Intake Cam. Adv. – Variable intake camshaft intake phasing position.

Knock Retard (CA) – Degrees of timing actively removed by the ECU when engine noise indicates possible detonation – This is a CRITICAL parameter to log whenever tuning or road testing. Low values or zero values indicate safe operating conditions whereas positive values indicate detonation. Small values (less than 2 degrees) are not optimal but are also not dangerous. Larger values indicate that the calibration needs to be made less aggressive.

LTFT – Long Term Fuel Trim, the ECU will control air fuel ratios at low load with a closed loop target. This long term fuel trim indicates an average learned fuel correction needed to maintain the closed loop target.

Learned Knk. Ret. (%) – The ECU will reduce timing and add fuel when the knock sensors indicate detonation. Repeated detonation is remembered by the ECU as an overall adjustment in ignition timing and fuel. No learned knock retard is reported as 100%. At 100% the low detonation fuel and timing maps are used with no influence from the high detonation tables. With repeated detonation this value is reduced from 100%. Under these conditions the final timing value is ((learned knock ret)*(low detonation table)) + (((100 - learned knock ret)* (high detonation table)).

Load Boost/Fuel – This is the calculated load used to reference target boost and fuel calculation look-ups.

Load Limp Mode – This is the calculated load used for look-up conditions when the vehicle is in limp mode.

Load Timing – This is the calculated load used to reference ignition calculation look-ups.


Low Det. Weight – (100 – learned knock ret.). The percentage of low detonation timing and fuel tables used for final commanded fuel and ignition timing.

MAF (V) – Mass air flow sensor output voltage.

MAF (g/s) – Mass air flow sensor output in grams per second of mass air flow.

MFD-AFR – Logged external WBO2 (PLX SM-AFR). You can choose from several different WBO2 sensors that will integrate into your AccessTUNER logs.

RPM – Engine speed in revolutions per minute.

STFT – Short Term Fuel Trim – Immediate changes to commanded fuel to achieve a closed loop Air to fuel ratio target under low load. An average STFT will eventually translate to a long term fuel trim.

Speed Ratio (RPM/Speed) – A ratio of RPM over speed. This ratio is used to determine when to switch from boost target map High Gear to boost target map Low Gear . When below this ratio High Gear is used. When above this ratio Low Gear is used.

TPS Voltage – Reported voltage of throttle position sensor.

Throttle Position - Percentage of throttle opening (0 to 100%).

Vehicle Speed – Speed reported by vehicle speed sensor.

WGDC Course (%) - Boost control wastegate solenoid duty cycle in % (0 to 100). There are two wastegate solenoids. This so called “course” wastegate has a greater overall impact on observed boost per unit duty cycle compared to the WGDC Fine. Larger commanded % duty cycle provides greater authority for the ECU to divert air away from the wastegate actuator and create more boost.

WGDC Fine (%) - boost control wastegate solenoid duty cycle in % (0 to 100). There are two wastegate solenoids. This so called “Fine” wastegate has a lower overall impact on observed boost per unit duty cycle compared to the WGDC Course. Larger commanded % duty cycle provides greater authority for the ECU to divert air away from the wastegate actuator and create more boost.

D: Tuning for appropriate Air to Fuel ratiosThe ideal air to fuel ratio depends upon fuel quality. Higher octane fuels are more detonation resistant and therefore can be run at leaner air to fuel ratios. Leaner Air to Fuel ratios produce higher power but also create more heat. Excessive heat can lead to detonation. Lower octane fuels such as 91 and ACN91 (Arizona, California and Nevada 91 octane) are more prone to detonation and therefor require a richer air to fuel ratio. Rich air to fuel ratio combustion produces less heat and therefore less detonation. We have found that the EVO X motor can run high 11 to low 12 Air to Fuel ratios when running quality fuels. Lower quality fuels require mid to low 11 air to fuel ratios.

Several tables directly impact fuel ratio in these cars. “Fuel - Low Detonation (High Octane)” is the primary table dictating open loop fuel mixtures. These tables are referenced by “Load Fuel/Boost” and


engine speed. By logging “Load – Boost/Fuel” and engine RPM you will be able to identify the portions of the tables that need to be edited to produce desired fueling.

There are two fuel maps: Fuel Low Det and Fuel High Det. The low Det (low detonation) fuel map is used when the learned knock correction is 100. If the learned knock correction begins to fall below 100 a mixture of low and high detonation tables determines final fueling. For example, if the learned knock correction is 90 the final fueling is and average of 9 parts low det fuel table + 1 part high detonation fuel table.

A Fuel mixture that is too lean will contribute to uncontrolled combustion, excessive heat, detonation and possible engine damage. The objective is to run the car at the richest Air to Fuel mixture possible that does not sacrifice power. Ultimately, the best Air to fuel ratio can only be determined in concert with changes to ignition timing. For example, some cases a comparatively rich Air to fuel mixture can be run with more ignition timing than a leaner mixture. This combination may produce higher power than a lean mixture with less ignition timing. Generally speaking, the air to fuel and ignition timing combination that produces the best power while minimizing heat is the desired calibration. Of course this ideal is not limited to ignition timing and fuel but is also a balance of variable cam timing and, of course, boost pressure.

E: Tuning Ignition TimingThe most important tables for ignition timing are “Ignition - High Detonation (Low Octane) WOT” and “Ignition - Low Detonation (High Octane) WOT”. The high detonation map and low detonation map work together to determine final ignition timing under conditions where the ECU encounters detonation. These tables are referenced by “Load Timing” and engine speed. Logging these parameters will allow you to reference the specific regions of these table that may need to be edited to produce optimized ignition timing. Knock correction indicate that the ECU is removing timing to reduce engine noise and detonation. If the learned knock correction decays to lower than 100% a combination of low and high detonation ignition tables are used to determine final timing. For example, a learned knock correction of 97% indicates that the final ignition timing is the sum of 97% of the low detonation map + 3% of the high detonation map. Generally speaking, higher ignition timing supports higher torque and greater power. However, ignition timing should be increased with great caution. Higher timing yields higher cylinder pressures and this is limited by fuel quality and the mechanical limitations of the motor. Too much timing will produce knock correction when fuel quality is limiting. When fuel quality is high ignition timing should ONLY be added when its addition produces a substantive increase in torque and power. If increased timing does not increase torque the extra cylinder pressure is simply producing unnecessary stress on engine components.

F: Tuning Boost, Desired Load, and Desired torqueThe stock EVO X boost control system is complex. First, boost is not tuned by adjusting specific pressure targets but is instead based upon a target load. These values are “Calculated Load” values that are derived from the MAF signal (metered airflow). These values do not correlate to specific boost pressure values. The higher the value, the higher the target boost; the lower the value, the lower the target boost. Cobb Tuning Stage1 maps are designed to reach 22 to 24 psi peak boost pressure. Stage2 maps target 23 to 25 psi peak boost pressure. There are three target target tables. Table High Gear is used for when the vehicle speed/RPM ratio is below the switch point (“High / Low Gear tables sw/o Break Point”). Table Low Gear is used when the ratio is above that indicated in the Map switch break point table.


The stock mechanical components may not support the boost pressures that you wish to generate with your Stage2 tune. A guide to performing minor mechanical changes to allow more boost is located at the end of these document.

The desired boost can be increased by increasing the value in the three tables . However, the values in these tables are limited to 191. The actual Target boost = target boost + boost control offset. For example. If the target in the boost map is 190 and the boost control offset is 130 the final target boost is 320.

In order to determine if you are reaching your boost target you can log “load boost / fuel”. If you cannot reach the target boost you should increase wastegate duty cycle in one of both of the wastegate maps. We advise that all three wastegate maps are similar unless you wish to produce less boost at lower Speed/RPM ratios. If the target boost is above the desired value you will notice that the wastegate duty cycles drop below the maximum values in the indicated in the Course and Fine wastegate tables.

It is also critical to set the boost or load limits (Boost load limit) at a value that is above your desired boost.

Torque and airflow limits: We have not yet determined a simple quantitative means for adjusting these tables. Clearly, an increase in requested airflow or boost requires an increase in requested airflow. However, these tables are not simple limits but define a “window” of acceptable airflow and torque. As a result, raising these tables too high results in “low airflow” codes whereas not raising them enough results in airflow too high codes. For the Cobb Tuning off the shelf maps our strategy is to use a percentage offset from the stock airflow and torque tables. We simply raised the values until we did not produce any torque or airflow codes. In the future we hope to create a log parameter of “airflow” so that our tuners have a more quantitative means with which to adjust these tables.

G: Tuning variable Cam TimingThere are 4 different variable camshaft maps that control intake and exhaust cams under either Cool ECT or Warm ECT. The Cobb OTS maps are designed with stock camshaft phasing for cool ECT. We have designed our maps for Warm ECT to enhance turbo responsiveness and midrange torque. Considerable effort was expended to optimize these calibrations for the stock turbo stage one and stage two applications. These maps can be adjusted considerably for larger turbo applications.

H: Integrating all tuning parameters for the ideal CalibrationThe ideal calibration for your EVO X is a combination of all major tuning areas outlined above. Generally speaking, the EVO X will make the most power when run lean with the maximal amount of ignition timing that the ECU will allow without detonating. However, this ideal of 12.5:1 air to fuel ratio and high ignition timing is not realistic for all configurations and fuels. The only way to determine if a calibration is ideal is to run the car on a chassis dynamometer where the impact of calibration changes are easily measured. For example, addition of ignition timing that does not result in increased torque is a not ideal. If additional timing does not create power then you are simply adding stress to the engine components without tangible benefit. The same is true of boost and air to fuel ratio. If you can run the vehicle at a richer air to fuel ratio without losing power this is more ideal than running the car lean. If increasing boost does not yield considerable power gains the turbo may simply be out of its efficiency range. In this scenario less boost is actually more power. To get a course idea of how the ideal tune looks on your fuel type and mechanical configuration, examine the Cobb OTS map notes.

I: Precautions:


Boost – the stock turbo charger can produce boost levels in excess of 30 psi. This is enough cylinder pressure to cause engine damage. Be cautious when adjusting boost control parameters. Be particularly cautious when any mechanical component of the boost control system is altered.

Mechanical Boost controllers (MBC) or Electronic Boost Controllers (EBC) – Try to avoid using anything other than stock boost control. Airflow and torque limitations can only be fully tuned and integrated into the calibration when the stock ECU is in control of boost. It is VERY difficult to get an EVO X to run properly on an external boost control device.

Fuel – the stock fuel injectors are ~600cc. These vehicles can create enough airflow to run these injectors at or above their maximal capacity. This is particularly true for vehicles equipped with high flow exhaust systems and intercooler. Be cautious about running out of injector on similarly equipped vehicles.

AccessTUNER Program shortcuts:

Ctrl+L – Initiate live monitoring, connect to or disconnect from the ECUCtrl+F – Configure Program – configures communication settings and WBO2 integration, logged parameters for

dashboard and saved data logsCtrl+D – Initiate and terminate data logCtrl+T – Initiate or terminate live tracing in tablesCtrl+Alt+ S – Save AccessTUNER Pro calibrationCtrl+Alt+A – Save AccessTUNER Race calibrationCtrl+Alt+O – Open AccessTUNER Pro calibrationsCtrl+Alt+E – Open AccessTUNER Race calibrationsCtrl+A – Open advanced calibration settings – activate or deactivate Check Engine Lights (CEL)Ctrl+G – Change ECUCtrl+K – Revert to stock calibration

Table editing shortcuts:E – Direct editH – Horizontal interpolation of selected tablesV – Vertical interpolation of selected Tables M – Multiplication of selected tables by factor of x


Table Descriptions

Boost Control Tables

MAP Max Reported ValueTable Description – This value defines the maximum limit of manifold pressure the ECU can report.

Tuning Tips – The OTS base maps have this table set to an appropriate value.

Precautions and Warnings – If you see that the ECU is not able to report boost above a certain value, then you will want to change this table setting to the setting within one of the OTS maps.

Target Boost (Load) Table – High Gear Range

Target Boost (Load) Table – Low Gear Range Table Description – These tables are the main turbo target boost tables which use engine RPM for the X-axis breakpoints and engine load for the Y-axis breakpoints. These values are calculated load values, known as “Load Boost/Fuel”, that are derived from the MAF signal. These values do not correlate to pressure values. The higher the value, the higher the target boost; the lower the value, the lower the target boost. Cobb Tuning Stage1 maps are designed to reach 22 to 24 psi peak boost pressure. Stage2 maps target 24 to 27 psi peak boost pressure.

Tuning Tips – You can log “Calculated Load” to see where the calculated value correlates. Remember that changes to the intake system, MAF adapter, filter, intake ducts, etc. will change the reading of the MAF sensor, and consequently this value. Generally speaking, you will want to make sure that the boost levels you are running do not generate more cylinder pressure than the fuel can handle, and that the intercooler and radiator systems can thermally exchange the heat generated.

High Gear is used with the vehicle speed/RPM ratio is below the value indicated in the “High / Low Gear tables sw/o Break Point” table. Low Gear is used when the ratio is above that indicated in this table.

Precautions and Warnings – The turbo control systems will first modify Fine Wastegate Duty Cycle in order to achieve the boost targets. If you see the ECU is removing fine WGDC, this is an indication that the boost control system is over boosting. If you see the ECU is adding fine WGDC, this is an indication that the boost control system is under boosting.

If you've maxed out the table values and you are still not able to run the boost that you would like, then you will need to increase the Boost Control Offset values so the newly calculated Load Boost/Fuel value is lower and within the resolution of the Boost Targets table value limits.

Turbo Dynamics (Max Negative WGDC Correction)Table Description – This value is the maximum amount of wastegate duty cycle that can be


removed for correcting wastegate duty cycles in order to achieve the target boost (load).

Tuning Tips – None at this time.

Precautions and Warnings – None at this time.

Turbo Dynamics (Max Positive WGDC Correction)Table Description – This table is the maximum amount of wastegate duty cycle that can beadded based on throttle position for correcting wastegate duty cycles in order to achieve the target boost (load).



Turbo Dynamics Correction Interval (High Gear)

Turbo Dynamics Correction Interval (Low Gear)Table Description – This value determines the interval at which the ECU will apply a WGDC correction.



Coarse Wastegate Duty Cycle – High Gear Range

Coarse Wastegate Duty Cycle – Low Gear Range Table Description – These tables are the coarse wastegate duty cycles tables which use engine RPM for the breakpoints. These values are wastegate duty percentage values that are used to drive the secondary, passive wastegate solenoid. The higher the value, the more WGDC is driving the solenoid; the lower the value, the less WGDC is driving the solenoid. This table functions as a coarse control system for controlling boost levels and no corrections are made to achieve boost targets, this solenoid operates as a open-loop system.

Tuning Tips – You are able to log “Wastegate Duty Cycle” to see how much WGDC is being used to achieve the “Target Boost” (Calculated Load). No corrective measures are applied by the ECU, the ECU simply runs these values to the passive wastegate solenoid under normal conditions. Generally speaking, you will need to have a small reduction in the WGDC right before full boost is achieved so you do not introduce an over boost or boost-spike condition.

High Gear is used with the vehicle speed/RPM ratio is below the value indicated in “High / Low Gear tables sw/o Break Point” table. Low Gear is used when the ratio is above that indicated in this table.



Fine Wastegate Duty Cycle – High Gear

Fine Wastegate Duty Cycle – Low GearTable Description – These tables are the fine wastegate duty cycles tables which use engine RPM for the X-axis breakpoints and throttle position for the Y-axis breakpoints. These values are wastegate duty percentage values that are used to drive the primary, active wastegate solenoid. The higher the value, the more WGDC is driving the solenoid; the lower the value, the less WGDC is driving the solenoid. This table functions as a fine control system for controlling boost levels; the Coarse Wastegate Duty Cycle has a more coarse effect on boost control.

Tuning Tips – You are able to log “Wastegate Duty Cycle” to see how much WGDC is being used to achieve the “Target Boost” (Calculated Load). How to tune this table will depend on the mechanical set up of the boost control system. Please note that achieving more than 24 psi peak boost and holding boost at higher RPM is not possible with some vehicles. On these cars you may achieve desired boost pressures by performing simple mechanical changes to their boost control systems. Please see appendix of this document for further information. The ECU operates this solenoid in a closed-loop system and applies corrective measures to achieve boost targets.

High Gear is used with the vehicle speed/RPM ratio is below the value indicated in “High / Low Gear tables sw/o Break Point” table. Low Gear is used when the ratio is above that indicated in this table.

Precautions and Warnings – The turbo control systems will first modify Fine Wastegate Duty Cycle in order to achieve the boost targets. If you see the ECU is removing fine WGDC, this is an indication that the boost control system is over boosting. If you see the ECU is adding fine WGDC, this is an indication that the boost control system is under boosting.

If you've maxed out the table values and you are still not able to run the boost that you would like, then you will need to increase the Boost Control Offset values so the newly calculated Load Boost/Fuel value is lower and within the resolution of the Boost Targets table value limits.

Boost (Load) LimitTable Description – This table is the Target Boost limit table which use engine RPM for the breakpoints. These values are calculated “Load Boost/Fuel” values that are derived from the MAF signal. These values do not correlate to pressure values. The higher the value, the higher the turbo target boost limit; the lower the value, the lower the turbo target boost limit.

Tuning Tips – You can log calculated “Load Boost/Fuel” and reference this against a MAP reading or boost gauge to see where the calculated value correlates. Remember that changes to the intake system, MAF adapter, filter, intake ducts, etc. will change the reading of the MAF sensor, and consequently this value. This table is used to set an upper limit or ceiling that tells the ECU to cut fuel to the engine if the engine exceeds this load boost value for a longer that the time set in the Load Limit Delay table.



Boost (Load) Limit DelayTable Description – This table allows you to set how long the ECU will allow for an over boost condition until it cuts fuel to the engine. The over boost value can be changed in the Boost Limits table. This is a time value, in milliseconds (ms). The higher the value, the longer the ECU will allow an over boost situation to occur until it cuts the fuel to the engine; the lower the value will shorten the time the ECU allows an over boost situation to occur before cutting fuel to the engine.

Tuning Tips – 1 second = 1000 ms. Since this table is a Base Table, changes to this table will only take effect after this calibration has been saved, loaded on the AccessPORT, and reflashed to the vehicle's ECU.


Boost Control OffsetTable Description – This value is an offset used for the “Load Boost” calculation. If you are tuning a vehicle that is hitting the boost limits and you have set the limits as high as possible, then you will need to modify this value so the “Load Boost” calculation does not exceed the maximum allowable Boost Limit.

Tuning Tips – This value can also be used to raise or lower the achieved boost since it directly modifies how the ECU calculates “Load Boost.” A higher values will make the boost target higher, a lower value will make the boost target lower.


Boost Coolant Temp CompensationTable Description – This table allows you to limit the WGDC through a limit (ceiling) that the ECU will hold the until the engine is considered warm.



High / Low Gear tables sw/o Break PointTable Description – This table is the ratio of RPM/Speed at which the ECU will switch from the Low to high Gear tables.

Tuning Tips – High Gear is used with the vehicle speed/RPM ratio is below this value. Low Gear is used when the ratio is above this value.



Turbo Dynamics (Load)Table Description – This table allows you to adjust the amount of additional authority the ECU has to make changes to the wastegate duty cycles (WGDC) in order to achieve the desired target load boost/fuel, from the Target Boost table. The breakpoints are the differences between calculated (achieved) and desired boost, from the Target Boost table. This is also known as an error or delta between calculated and desired boost. These values give the ECU the ability to add WGDC if the engine is not achieving it's boost load target, and to remove WGDC if the engine is exceeding it's boost load target.

Tuning Tips – A higher positive value will allow the ECU more authority to add WGDC in order to achieve the boost target load. A lower (greater negative) value will allow the ECU more authority to remove WGDC in order to achieve the boost target load.


Camshaft Phasing

Exhaust Cam Timing – Cool ECT Table Description – This table is the exhaust camshaft phasing table which uses engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. This table is used for exhaust camshaft phasing control under Cool ECT conditions. These values are in degrees of exhaust camshaft retard. The higher the value, the more the exhaust camshaft is retarded; the lower the value, the less retard the exhaust camshaft is driven.

Tuning Tips – Set accordingly.


Exhaust Cam Timing – ECT Based InterpolationTable Description – This table is used for determining the amount of interpolation between the Cool and Warm Exhaust Cam timing tables.

Tuning Tips – A value of 0% will result in 100% of the Cool table being used, a value of 100% will result in 100% of the Warm table being used.


Exhaust Cam Timing – Warm ECTTable Description – This table is the exhaust camshaft phasing table which uses engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. his table is used for exhaust camshaft phasing control under Warm ECT conditions. These values are in degrees of exhaust camshaft retard. The higher the value, the more the exhaust camshaft is retarded; the lower the value, the less retard the exhaust camshaft is driven.




Intake Cam Timing – Cool ECT Table Description – This table is the Intake camshaft phasing table which uses engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. This table is used for intake camshaft phasing control under Cool ECT conditions. These values are in degrees of exhaust camshaft advance. The higher the value, the more the intake camshaft is advanced; the lower the value, the less advance the intake camshaft is driven.



Intake Cam Timing – ECT Based InterpolationTable Description – This table is used for determining the amount of interpolation between the Cool and Warm Intake Cam timing tables.

Tuning Tips – A value of 0% will result in 100% of the Cool table being used, a value of 100% will result in 100% of the Warm table being used.


Intake Cam Timing – Warm ECTTable Description – This table is the Intake camshaft phasing table which uses engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. This table is used for intake camshaft phasing control under Warm ECT conditions. These values are in degrees of exhaust camshaft advance. The higher the value, the more the intake camshaft is advanced; the lower the value, the less advance the intake camshaft is driven.




Fuel Tables

Closed Loop Fuel Trim – 1Low to Mid

Closed Loop Fuel Trim – 2Mid to Low

Closed Loop Fuel Trim – 3Mid to High

Closed Loop Fuel Trim – 4High to Mid Table Description – These table determine when the ECU switches to the high, mid, or low closed loop fuel trim.



Cylinder Fuel Trim A

Cylinder Fuel Trim B

Cylinder Fuel Trim C

Cylinder Fuel Trim DTable Description – These tables are fuel trim tables which use engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. The lower the value, the more fuel that is added for the given conditions on that particular cylinder.



Cranking EnrichmentTable Description – This is a single row of fuel injector pulse width values to be used during cranking conditions. These are the values used by the ECU while cranking at startup when actual MAFvoltages are too unstable for accurate feedback necessary for startup.




Fuel – High Detonation (Low Octane)Table Description – This table indicates the fuel target for open loop fueling under conditions with engine detonation. The table is referenced by RPM and Load boost/fuel. This table is only used when the learned knock correction goes below 100%. Repeated detonation is remembered by the ECU as an overall adjustment in ignition timing and fuel. No learned knock retard is reported as 100%. At 100% the low detonation fuel map is used with no influence from the high detonation tables. With repeated detonation this value is reduced from 100%. Under these conditions the final fuel value is ((learned knock ret)*(low detonation table)) + (((100 - learned knock ret)* (high detonation table)).

Tuning Tips – This table can be left stock as it is only used to add fuel with detonation is present.


Fuel – Low Detonation (High Octane)Table Description – This table indicates the fuel target for open loop fueling under conditions without engine detonation. The table is referenced by RPM and Load boost/fuel. This table is used as a base for open loop fuel targets. Repeated detonation is remembered by the ECU as an overall adjustment in ignition timing and fuel. No learned knock retard is reported as 100%. At 100% the low detonation fuel map is used with no influence from the high detonation tables. With repeated detonation this value is reduced from 100%. Under these conditions the final fuel value is ((learned knock ret)*(low detonation table)) + (((100 - learned knock ret)* (high detonation table)).

Tuning Tips – Ideal air to fuel ratio varies with fuel quality. High octane fuels can be run under load at ~12:1 without issue. Lower quality fuels require richer mixtures. Richen or lean targets in this table to affect open loop fueling.


Injector LatencyTable Description – This table contains latency values used to tell the ECU how much latency is needed to properly control the fuel injectors; the breakpoints are in battery voltage. All fuel injectors require a certain amount of time to fully open which is referred to as Injector Latency. The amount of latency an injector requires is dependent on several factors such as the size of fuel injectors, viscosity of fuel, manifold pressure, and fuel pressure. Lower battery voltage requires increased injector latency (dead time). Likewise, higher fuel pressure may also increase the injector's latency. The data in this table is represented in milliseconds. A higher value will open the fuel injector sooner, thus the total IPW will be greater; a lower value will open the fuel injector later, thus the total IPW will be less.

Tuning Tips – Most fuel injector manufacturers will be able to provide you with this latency data and the voltage they are referenced at. Although, the drivers used to develop these latencies may be different than the injector drivers in the stock ECU. You can use the published values as a starting point and modify from there. Don't be afraid if your final values differ from what the manufacturer provided. To tune this table, we suggest that you first establish a good Injector Scale value.


One way to find the correct latency (or at least the latency that works best with the injector drivers in the ECU and your particular injectors) is to have your fuel system running stock fuel pressure and have the stock intake system installed then;

1st - set the proper scale value for the injectors you are using based of the scaler calculation.2nd - start the engine and let the car warm up to temperature (coolant temperature between 180-195 F and intake air temperature +/- 15 degrees F of ambient temperature) then re-set the ECU so your fuel trims start at zero.3rd - start the vehicle again and watch the SUM of your fuel trims, Short-term Fuel Trim + Long-term Fuel Trim.

If you see that the SUM of your fuel trims (A/F Trim Mimed. + LTFT) is positive then add injector latency until you see the SUM of your fuel trims come closer to zero. You will have to test this throughout the operating range of the engine...the entire MAF curve. Try to avoid sudden throttle movements during this process, you want to avoid seeing any corrections based on the Enrichment table settings.

If you see that the SUM of your fuel trims is negative then reduce injector latency until you see the SUM of your fuel trims comes closer to zero. You will have to test this throughout the operating range of the engine...the entire MAF curve. Try to avoid sudden throttle movements during this process, you want to avoid seeing any corrections based on the Tip-in Enrichment table settings.

This is part of a calibration process that should be able to get you close to the ideal settings necessary to properly control your fuel injectors. Please take into account that you will most likely have to fine tune the intake calibration table as the final step. This will be necessary to match the characteristics of these new fuel injectors.


Injector Latency (Base Multiplier)Table Description – None at this time.

Tuning Tips – None t this time.\


Injector ScalerTable Description – This table contains a singular value used to represent the fuel injector size or flow rate. Any changes to this value will affect ALL tables within the ECU related to fuel delivery and load calculations. When using stock injectors with Petrol fuel, this value DOES NOT need to be altered. When adjusting this value, a lower number represents an SMALLER injector, whereas a larger scale value will represent a LARGER injector.


Tuning Tips – To calculate a starting value for a different injector size than stock, use the following formula:

New Scale Value = [(New Injector Size * Original Scale Value) / Original Injector Size].

For example, let’s say you are replacing your factory EVO X injectors (~550cc) for after market 750cc injectors. The formula would look like: New Scale Value = [(750cc * 532) / 550]New Scale Value = 725

Input the calculated value as a starting Fuel Injector Scaler value. To fine tune the injector scale value, we suggest you install the stock intake system and run with stock level fuel pressure levels. You will want to display the Short-term Fuel Trim and Long-term Fuel Trim values with the Dashboard. With the engine idling at full temperature (coolant temperature between 180-195 F and intake air temperature +/- 15 degrees F of ambient temperature), you can make adjustments to the scale value until the A/F Trim Mimed. + A/F Learned are as close to zero as possible, +/- 5% is generally acceptable. We have seen that you will also need to fine tune the Intake Calibration tables in order to get the calibration closer to optimal. The closer you can get to 0% is ideal. DO NOT attempt to tune for an after market Intake and after market injectors at the same time. An after market intake will affect your A/F Trim Mimed. and LTFT values at idle and part throttle, making it nearly impossible to find an accurate Injector Scale Value. If you have an after market intake please use the above equation to establish your initial Fuel Injector Scale value then proceed to the Intake Calibration section if necessary. If you plan to use an after market intake, it can be installed and the necessary tuning can be performed AFTER you have found the optimal Fuel Injector Scale value.


Open Loop Load A – High Det. (Low Octane)Table Description – This table is referenced by RPM. The values indicate the maximum load at which the ECU will stay in closed loop fuel conditions. After the load is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.

Tuning Tips – Reduce these values to allow the vehicle to enter open loop fueling earlier and thus avoid a lean condition while under boost.


Open Loop Load A – Low Det. (High Octane) Table Description – This table is referenced by RPM. The values indicate the maximum load at which the ECU will stay in closed loop fuel conditions. After the load is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.




Open Loop Load B – High Det. (Low Octane)Table Description – This table is referenced by RPM. The values indicate the maximum load at which the ECU will stay in closed loop fuel conditions. After the load is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.



Open Loop Load B – Low Det. (High Octane)Table Description – This table is referenced by RPM. The values indicate the maximum load at which the ECU will stay in closed loop fuel conditions. After the load is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.



Open Loop Throttle ATable Description – This table is referenced by RPM. The values indicate the maximum throttle position at which the ECU will stay in closed loop fuel conditions. After the throttle is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.



Open Loop Throttle BTable Description – This table is referenced by RPM. The values indicate the maximum throttle position at which the ECU will stay in closed loop fuel conditions. After the throttle is above this level and other criteria are met, the ECU will switch to a richer open loop fueling strategy.




Volumetric EfficiencyTable Description – This table indicates the engines basic volumetric efficiency for fueling calculations. The table is referenced by RPM and Load Timing.



Ignition Tables

Cylinder Ignition Comp A

Cylinder Ignition Comp B

Cylinder Ignition Comp C

Cylinder Ignition Comp DTable Description – These tables are ignition trim tables which use load timing for the X-axis breakpoints and engine RPM for the Y-axis breakpoints.



Knock Filter A through LTable Description – These are various knock filtration tables.



Knock Background Noise Adder (Single Gain) #1 Table Description – None at this time.



Knock Background Noise Adder (Single Gain) #2Table Description – None at this time.




Knock Background Noise Adder (Triple Gain) #1Table Description – None at this time.



Knock Background Noise Adder (Triple Gain) #2 Table Description – None at this time.



Knock Background Noise Multiplier Table Description – None at this time.



Knock Sensitivity Load Threshold Table Description – None at this time.



EGR Ignition Advance Table Description – None at this time.




Ignition - High Detonation (Low Octane) WOTTable Description – This is the primary ignition tables used when the engine is experiencing High Detonation conditions due to running too low of fuel octane. This ignition table is a protective ignition advance table, designed to run less ignition advance when the engine is experiencing a high level of "noise" such as detonation. The table is referenced by load timing for the X-axis breakpoints and RPM for the Y-axis breakpoints. Table values shown are in ignition advance degrees. The higher the value, the earlier the ignition event occurs; the lower the value, the later the ignition event occurs.

The ECU will reduce timing and add fuel when the knock sensors indicate detonation. Repeated detonation is remembered by the ECU as an overall adjustment in ignition timing and fuel. No learned knock retard is reported as 100%. At 100% the low detonation fuel and timing maps are used with no influence from the high detonation tables. With repeated detonation this value is reduced from 100%. Under these conditions the final timing value is ((learned knock ret)*(low detonation table)) + (((100 - learned knock ret)* (high detonation table)).

Tuning Tips – We have no tuning tips at this time since the stock values work well. The only time this could be a concern is if the values in this table are more aggressive than the Primary Ignition table.


Ignition - Low Detonation (High Octane) WOTTable Description – This is the primary ignition table used when the engine is experiencing normal conditions due to running the appropriate octane fuel. This table is the ignition advance table used under normal WOT conditions. The table is referenced by load timing for the X-axis breakpoints and RPM for the Y-axis breakpoints. Table values shown are in ignition advance degrees. The higher value, the earlier the ignition event occurs; the lower value, the later the ignition event occurs.

Tuning Tips – The stock ECU is very capable of protecting the engine if it calculates that too much engine noise (detonation) is being generated via the knock sensor system. You can log a value called knock correction, which will tell you how excessive the ECU feels the noise level is. A positive knock correction value informs you that the ECU may remove some ignition advance. We have seen that an occasional logging of 1 to 3 Knock is acceptable. If you continually see a knock sum value higher than this at WOT, and your fueling is appropriate, then you will want to remove ignition advance for those particular conditions. If you are unable to remedy this by running less ignition advance, then you may need to lower boost or make mechanical changes to the vehicle to bring Its down to a more acceptable level.


Ignition Calculation Limit - CeilingTable Description – This is the table that limits the maximum amount of ignition advance that can be run. The table is referenced by load timing for the X-axis breakpoints and RPM for the Y-axis breakpoints. Table values shown are in ignition advance degrees. The higher value, the more final ignition advance that can be run; the lower value, the less ignition advance that can be run.

Tuning Tips – Set appropriately.



Ignition Calculation Limit - FloorTable Description – This is the table that limits the minimum amount of ignition advance that can be run. The table is referenced by load timing for the X-axis breakpoints and RPM for the Y-axis breakpoints. Table values shown are in ignition advance degrees. The higher value, the higher the ignition floor will be; the lower value, the lower the ignition floor will be.

Tuning Tips – Set appropriately.


Ignition ReductionTable Description – None at this time.



Ignition Warm Up Table Description – None at this time.



Ignition Warm Up - % Used Table Description – None at this time.




Limits Tables

Max Airflow Table A

Max Airflow Table B

Max Airflow Table C

Max Airflow Table DTable Description – These tables are the max airflow tables which use throttle position for the X-axis breakpoints and RPM for the Y-axis breakpoints. These values are in calculated load values that are used to verify the airflow values achieved are within these expected values. The higher the value, the more calculated load the ECU is expecting to see; the lower the value, the less calculated load the ECU is expecting to see. When significant airflow decreases or increases are expected, these table values will need to be modified to better suit the new hardware's airflow capabilities.

Tuning Tips – Set accordingly. Please take into account that larger-than-stock turbos may need to have the values decreased for the conditions where the turbo is spooling later than a stock turbo. One may also need to adjust the values up for the conditions that warrant additional airflow from the larger turbo.

We have not yet determined a simple quantitative means for adjusting these tables. Clearly, an increase in requested airflow or boost requires an increase in requested airflow. However, these tables are not simple limits but define a “window” of acceptable airflow and torque. As a result, raising these tables too high results in “low airflow” codes whereas not raising them enough results in airflow too high codes. For the Cobb Tuning off the shelf maps our strategy is to use a percentage offset from the stock airflow and torque tables. We simply raised the values until we did not produce any torque or airflow codes. In the future we hope to create a log parameter of “airflow” so that our tuners have a more quantitative means with which to adjust these tables.

Precautions and Warnings – None at this time. More information about these tables can be found in the Torque Monitor Toggle sections at the bottom of this document.

Torque Limiting Table A

Torque Limiting Table B

Torque Limiting Table C

Torque Limiting Table DTable Description – These tables are the torque limiting tables which use throttle position for the X-axis breakpoints and RPM for the Y-axis breakpoints. These values are in calculated load values that are used to verify the calculated load values achieved are within these expected values. The higher the value, the more calculated load the ECU is expecting to see; the lower the value, the less calculated load the ECU is expecting to see. When significant airflow decreases or increases are expected, these table values will need to be modified to better suit the new hardware's airflow capabilities.


Tuning Tips – Set accordingly. Please take into account that larger-than-stock turbos may need to have the values decreased for the conditions where the turbo is spooling later than a stock turbo. One may also need to adjust the values up for the conditions that warrant additional airflow from the larger turbo.

We have not yet determined a simple quantitative means for adjusting these tables. Clearly, an increase in requested airflow or boost requires an increase in requested airflow. However, these tables are not simple limits but define a “window” of acceptable airflow and torque. As a result, raising these tables too high results in “low airflow” codes whereas not raising them enough results in airflow too high codes. For the Cobb Tuning off the shelf maps our strategy is to use a percentage offset from the stock airflow and torque tables. We simply raised the values until we did not produce any torque or airflow codes. In the future we hope to create a log parameter of “airflow” so that our tuners have a more quantitative means with which to adjust these tables.

Precautions and Warnings – None at this time. More information about these tables can be found in the Torque Monitor Toggle sections at the bottom of this document.

Engine RPM Limiter OffTable Description – This table allows you to set when the RPM point when the fuel is re-engaged after the vehicle has hit the Engine RPM Limiter On value. Once Engine RPM drops below this value, engine function will be restored.

Tuning Tips – This table can be used to protect the engine from an intentional over rev, although, if the transmission is improperly down-shifted the engine RPM can still be mechanically forced above this value. Set accordingly.


Engine RPM Limiter OnTable Description – This table allows you to set when the fuel cut is engaged when the vehicle is moving (VSS > 0), the value is in engine RPM. If engine RPM exceeds this value, fuel will be cut to the engine at this point. Once Engine RPM drops below this value, engine function will be restored.

Tuning Tips – This table can be used to protect the engine from an intentional over rev, although, if the transmission is improperly down-shifted the engine RPM can still be mechanically forced above this value. Set accordingly.


Engine RPM Limiter (Stationary)Table Description – This table allows you to set when the fuel cut is engaged when the vehicle is not moving (VSS = 0), the value is in engine RPM. If engine RPM exceeds this value while at a stand still, fuel will be cut to the engine at this point. Once Engine RPM drops below this value, engine function will be restored.


Tuning Tips – This table can be used to set a launch control rev limiter. It’s is important to know that this type of driving can be EXTREMELY abusive to the vehicle, and damage to the engine, transmission, clutch and other components may occur. Use this functionality at your OWN RISK. COBB Tuning assumes NO responsibility for damage you may incur on yourself, your vehicle or others while using this functionality. It is NOT to be used on public roads.


Speed Limit A Off

Speed Limit B Off

Speed Limit C OffTable Description – This table allows you to set a re-engagement point so engine fueling will continue after the vehicle speed goes below this point.

Tuning Tips – We have no tuning tips at this time since the stock values are set higher than the vehicle is capable of going, speed wise.


Speed Limit A On

Speed Limit B On

Speed Limit C OnTable Description – This table allows you to set a engagement point so engine fueling is cut off after the vehicle speed goes above this point.

Tuning Tips – We have no tuning tips at this time since the stock values are set higher than the vehicle is capable of going, speed wise.


Miscellaneous Tables

Idle Speed (In Gear)Table Description – This table allows you to set the idle targets for when the vehicle is in gear. The breakpoints for this table are water temperature levels.




Idle Speed (Neutral)Table Description – This table allows you to set the idle targets for when the vehicle is in neutral. The breakpoints for this table are water temperature levels.



SST Engage

SST Disengage Table Description – None at this time.



SST Normal Engagement D Table Description – None at this time.



SST Re-engage Gears 1-3-5Table Description – None at this time.



SST Re-engage Gears 2-4-6 Table Description – None at this time.




SST S-Sport Engagement BTable Description – None at this time.



SST Sport Engagement CTable Description – None at this time.



SST Tables

SST Torque Limit A

SST Torque Limit B

SST Torque Limit CTable Description – None at this time.



Sensor Calibrations

Intake Air Temp Calibration A

Intake Air Temp Calibration BTable Description – These tables are the calibration tables for the stock intake air temperature sensor.


Tuning Tips – These tables should not need to be modified unless the intake air temperature sensor has changed.


MAP Engine Load Table A

MAP Engine Load Table B

MAP Engine Load Table CTable Description – None at this time.



Mass Air Flow Sensor CalibrationTable Description – The primary calibration table for the Mass Air Flow sensor. The calibration table is referenced by the voltage generated by the Mass Air Flow sensor, the table values represent the grams per second of air that is passing across the sensor. The Mass Air Flow sensor works within a 0-5 Volt range.

Tuning Tips – This calibration needs to be altered when using an after market intake system or when tuning for drastically different quality fuels, i.e. going from 91 octane to 116 octane leaded fuel. This calibration needs to be altered when using an after market intake system. The air flow values are determined when measured in the stock MAF housing. If you increase (or decrease) the size of the housing (piping) the MAF sensor resides, this will effect how much air is passed across the housing for a given MAF voltage. Realize the MAF sensor only “samples” a portion of the air passing through the housing. If you increase the Diameter of the housing, more air will pass through for the same given voltage compared to stock. Thus, you need to increase or otherwise modify the Air Flow values for each given MAF voltage. Failure to do so will result in inaccurate A/F targets at both closed loop and Wide Open Throttle. To tune this table, 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, re-set the ECU (you will be prompted to turn the vehicle off then back on). Start the motor again, and then 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 Intake 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 Intake 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 motor so 6% more mass of fuel should be injected. After this adjustment is made you’re A/F Trims should be close to zero. (If that total is -6% then you can highlight the Intake 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 motor 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 +/- 5% max. You may have to re-set your ECU throughout this process to remove any learned trims. To re-set your ECU, you can go to the “ECU” drop down menu and select the Reset ECU option. Do this along the Intake Calibration table up to 2.6 volts or so ON A LOAD-BASED CHASSIS DYNO at part-throttle. If you have a properly designed intake system the Intake Calibrations should look very similar to your stock Intake 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 will employ adjustments from the Tip-in Enrichment table 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 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. Continue adjustments until the car has a stable and expected A/F Ratio that matches your Low/High Octane Fuel tables. Patience is a key to producing a good Intake Calibration table. Keep in mind not all intakes act the same. Some will have turbulence or poor flow issues at certain MAF voltages which will require additional tuning.

Developing a MAF sensor calibration for a non-stock intake: Reset the ECU by disconnecting the battery and depressing the brake pedal. Wait about 5 minutes and reconnect the battery. This hard reset will clear any long term fuel trims in the ECU. Start the car and allow it to idle until it reaches operating temperature. Connect to the ECU using AccessTUNER software and data log long and short term fuel trims, mass air flow, and RPM. Drive the car without getting into boost for 15 minutes. Compare long term fuel trim with mass air flow. The easies way to do this is to create a scatter plot of MAF grams per second on the x axis and long term fuel trim (LTFT) on the y axis. This will allow you to visualize the learning breakpoints for the MAF curve. Once you get these data points you can then adjust the MAF curve at these areas by the average LTFT. This process will allow you to get to a point where the LTFT is small. A small fuel trim indicates that the MAF curve is accurately metering airflow. This process will only allow the lower load regions of the MAF curve to be calibrated. MAF sensor voltage above ~3 volts occurs during open loop fueling and there are no short term fuel trims applied here. The best way to adjust the higher voltage range of the MAF curve is to look at overall open loop fuel changes compared to a stock MAF equipped vehicle. In other words, if the vehicle is lean in open loop fueling conditions then add a small percentage of MAF grams per second to the MAF calibration. Repeat this process until long term fuel trims are low, short term trims are small, and open loop fueling is similar to a similarly equipped vehicle with a stock intake system.


Mass Air Flow Sensor Comp Table Description – The secondary calibration table for the Mass Air Flow sensor. The calibration table is an additional offset for the grams per second of air that is passing across the sensor. The Mass Air Flow sensor works within a 0-5 Volt range.

Tuning Tips – We have no tuning tips at this time.



Throttle Tables

SST Throttle Table A

SST Throttle Table B

SST Throttle Table CTable Description – None at this time.



Throttle Table – Base Table Description – This table are the throttle duty cycle tables for controlling the electronic, drive-by-wire throttle system. These tables use engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. These values are throttle duty percentage values that are used to drive the electronic, drive-by-wire throttle body. The higher the value, the more throttle duty cycle is driving the throttle plate motor; the lower the value, the less throttle duty cycle is driving the solenoid.

Tuning Tips – Driver preference will most likely dictate how these tables are calibrated.


Throttle Table – Cool ECTTable Description – This table is the throttle duty cycle tables for controlling the electronic, drive-by-wire throttle system This table use engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. This table is used for throttle control under cool ECT conditions. These values are throttle duty percentage values that are used to drive the electronic, drive-by-wire throttle body. The higher the value, the more throttle duty cycle is driving the throttle plate motor; the lower the value, the less throttle duty cycle is driving the solenoid.




Throttle Table – Warm ECT Table Description – This table is the throttle duty cycle tables for controlling the electronic, drive-by-wire throttle system. This table use engine RPM for the X-axis breakpoints and calculated load for the Y-axis breakpoints. This table is used for throttle control under Warm ECT conditions. These values are throttle duty percentage values that are used to drive the electronic, drive-by-wire throttle body. The higher the value, the more throttle duty cycle is driving the throttle plate motor; the lower the value, the less throttle duty cycle is driving the solenoid.



Throttle Tables – Warm/Cool ECT BreakpointTable Description – This value determines when the ECU uses the warm or cool ECT tables. When the ECT is above this value then the warm table is used if the ECT is below this value the Cool table is used.



Toggles (Base)

Torque MonitorThe Torque Monitor function allows the ECU to detect if too much or too little power is being generated by the engine. These tables must be precisely tuned under all conditions in order to avoid triggering any torque monitoring MILs. Below is a summary of the various MILs that can be triggered by improper torque Max Air Flow or Torque Limiting table settings:-What code is associated with having too low of values in the Max Air Flow Tables. That code is P1235 (MAP Sensor Plausibility). This MIL code puts the car in a protective mode where idle slowly goes up and holds, then goes does back to a normal idle and holds. The ECU turns wastegate solenoid control off as well. The ECU can be reset by the AccessPORT when this code is tripped. Code P1234 (TP Sensor (Sub) Plausibility) will also get triggered with part-throttle driving. This MIL code puts the car in limp mode where idle rapidly goes up and down and the engine sounds like it is miss-firing. The ECU then limits the power output of the engine, engine RPM and vehicle speed is severely limited. The vehicle is not safe to drive when this code is present.

-What code is associated with having too high of values in the Max Air Flow Tables. I could not find a code associated with having too high of values in these tables. I set these table values to 1.5X the stock values and the car drove without issue.

-What code is associated with having too low of values in the Torque Limiting Tables. That code is P1238 (MAP Sensor Plausibility (Torque)). This code puts the car in limp mode where idle rapidly goes up and down and the engine sounds like it is miss-firing. The ECU then limits the power output of the engine, engine RPM and vehicle speed is severely limited. The vehicle is not safe to drive when this code is present.


-What code is associated with having too high of values in the Torque Limiting Tables. That code is P1238 (MAP Sensor Plausibility (Torque)). This code puts the car in limp mode where idle rapidly goes up and down and the engine sounds like it is miss-firing. The ECU then limits the power output of the engine, engine RPM and vehicle speed is severely limited. The vehicle is not safe to drive when this code is present.

P1241 (Torque Monitor). This code puts the car in limp mode where idle rapidly goes up and down and the engine sounds like it is miss-firing. The ECU then limits the power output of the engine, engine RPM and vehicle speed is severely limited. The vehicle is not safe to drive when this code is present.

Toggle Description – This toggle is the main function switch for turning the Torque Monitor system ON or OFF. If the box is checked, then the Torque Monitor system will operate as it would normally based on other table settings. If the box is unchecked, this will turn the Torque Monitor system off.



Lean Spool Toggle Description – This toggle will allow you to disable the Lean Spool function of the ECU. If the box is checked, then lean spool will operate as it would normally. If the box is unchecked, this will turn lean spool off.




Guide to Boost Control System Changes Needed for Stage2 Cobb Mapping for Mitsubishi EVO X GSR and MR

The stock boost control system in the Mitsubishi EVO X is designed to provide a mechanical limitation to manifold pressure. In order to achieve optimal boost pressures for Stage2 Cobb AccessPORT mapping it is necessary to make one simple and easy to execute change to this stock system.

The stock boost control consists of a series of vacuum lines and two electronic solenoids. These devices regulate the pressurized air that flows toward the wastegate actuator. Pressurized air that is allowed to enter the wastegate actuator will open the wastegate and reduce boost pressure. The factory boost control system works by diverting air away from the wastegate via two electronic solenoids. The overall quantity of air that enters the boost control system and each wastegate solenoid is determined by a series of brass air restrictor “pills”. These restrictors have a very specific diameter to precisely limit airflow.

In order to achieve Stage2 boost levels you will need to remove one of the three restrictor pills in the stock boost system. The pill to be removed is located just before the upper wastegate solenoid. The wastegate solenoids are located in front of the firewall just to the side of the factory blow off valve.


Two examples of restrictor pills

This closer view of the wastegate control solenoids shows the two stacked solenoids. The restrictor to be removed is located in the small piece of vacuum tubing just before the most accessible solenoid.

Pull off this piece of vacuum line and use a long thin hex key or similar object to press out the restrictor pill.

Reinstall this line without the pill.

You are now ready to run Cobb Stage2 mapping to its full potential.


Remove restrictor pill from this line at the uppermost wastegate solenoid

Wastegate Solenoids

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