COBB TUNING

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COBB TUNING

COBB TUNING
TM
Calibration Notes for 2006 Subaru WRX MT
AccessPORT Calibration FP18G 93 MTv101
Compatible with Original AccessPORT
Calibration Name: FP18G 93 MTv101
Latest Calibration Rev: 1.01
Calibration and Map Notes Updated: 6/10/06
Description: FP18G 93 MTv101 for vehicles using only the Forced
Performance TD05H-18G (605 cfm) turbo specifically, STi or
equivalent TMIC, stock intake system, & turbo-back exhaust system.
49 state 93 or 94 octane fuel.
Hardware Requirements: Otherwise stock vehicle with a FP TD05H-18G
turbo, STi or equivalent TMIC, turbo-back exhaust, and a STOCK
INTAKE SYSTEM ONLY.
Fuel Requirement: 49 state 93 or 94 octane fuel. If you live in
Arizona, California, or Nevada, we have a specific calibration for
the 91 octane fuel in your state, this calibration is called the
FP18G ACN91 MTv101. If detonation is present, you should switch to a
calibration developed for a lesser quality fuel, FP18G ACN91 MTv101.
Power Output: 365 HP (+59%) / 322 lb-ft (+37%). Results may vary.
Boost Targets: ~16.8psi +/- 0.7psi peak boost pressure tapering down
to ~14psi, depending on vehicle and conditions. If your vehicle is
not achieving or exceeding the boost targets, you may need to
mechanically adjust your boost control system, please refer to this
document “How Subaru’s Factory Boost Control System Works v1.X” for
instructions.
<<<<<CRITICAL INFORMATION!!! CRITICAL INFORMATION!!! CRITICAL INFORMATION!!!>>>>>
The vacuum lines for the factory boost control system contain a small brass
restrictor pill located in the short vacuum line coming off the turbo compressor
housing. The middle of this restrictor has a lengthwise hole precisely machined to a
certain specification so that it works with the factory wastegate actuator and the
wastegate duty cycle settings in the stock ECU. Since this map has been calibrated
for the 2006 WRX MT and a Forced Performance TD05H-18G (605 cfm) turbo, we are going
to specify that the hole in the restrictor pill now measures at .052” +/- .001” (a
#55 drill bit). If a restrictor pill with a smaller hole than .052” is used then the
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.
turbo will over boost which can cause severe engine damage. If a restrictor pill with
a larger hole than .052” is used then the vehicle may not be able to hit its boost
targets. Please verify that the vacuum line coming off the turbo compressor housing
(prior to the T-fitting) contains a restrictor pill with a hole, measuring .052” +/.001”, machined in the center of pill. Please go to the bottom of this document for
further instructions and boost control system component and vacuum line plumbing
diagrams.
<<<<<CRITICAL INFORMATION!!! CRITICAL INFORMATION!!! CRITICAL INFORMATION!!!>>>>>
Our declaration of the obvious, we too have noticed that the power numbers we have
recorded on our chassis dyno are higher than the factory has rated for this vehicle.
We have also noticed that comparing these dyno graphs to other dyno graphs that we
have recorded on the same chassis dyno is difficult to do. Several factors must be
taken into account including gearing (both the ratio of the gear these tests were
performed in and the final drive ratio), aerodynamics, testing conditions, parasitic
drivetrain losses, etc. We have published these graphs because we want to do what we
can to educate our end users. Several qualitative improvements have been made to the
calibration for this vehicle which cannot be graphically represented. Please take
these dyno graphs for what they are, a graphical representation of measured torque
and calculated horsepower across the below RPM range during a wide open throttle pull
in 3rd gear. We hope that you enjoy the improvements we have made to the calibration
for this vehicle.
Dyno Graph = FP18G 93 MTv100 vs. VF39 93 MTv100 on 2006 WRX MT*
As measured on COBB Tuning’s in-house Mustang AWD Dyno
(All power figures are measured at the wheels, NOT corrected for drivetrain losses)
CAUTION!!! DO NOT RUN ANY Stage1 CALIBRATIONS WITH ANY TYPE OF HIGHER FLOWING
DOWNPIPE OR TURBO-BACK EXHAUST ON YOUR 2006 WRX. THE Stage1 CALIBRATIONPING HAS VERY
HIGH WASTEGATE DUTY CYCLES SETTINGS TO TRY AND BRING BOOST ON AT LOWER RPMS. THESE
SETTINGS WILL INDUCE SEVERE BOOST SPIKING AND WILL OVERSHOOT THE TARGETS CAUSING
BOOST SEARCHING. THESE SPIKES CAN CAUSE ENGINE DAMAGE. IF YOU HAVE A HIGHER FLOWING
DOWNPIPE OR TURBO-BACK EXHAUST SYSTEM ON YOUR 2006 WRX, PLEASE USE THE APPROPRIATE
Stage2, VF39, or FP TD05H-18G CALIBRATIONS.
Revision Notes:
1.01 – Revised Primary Fuel & Ignition tables to better suite aggressive driving &
road racing conditions. Revised Boost Targets, Wastegate Duty Cycles & Turbo Dynamics
Tables to better suite the FP TD05H-18G turbo configuration and to help protect
against boost creep. Boost cut at sea level is increased to 19.14psi. This
calibration has been updated to latest AccessTUNERTM file format, v1.01.
1.00 - Original Calibration. Tuned AVCS, Boost, Fuel, Ignition, closed loop control,
Dynamic Advance, Throttle Duty Cycles, and base programming logic to improve
drivability. Revised Closed Loop management (BASE MAP CHANGE). Revised Boost Control
parameters. Smoothed out boost related values, improved boost response at lower RPMs.
Revised AVCS Mapping. Altered intake cam timing parameters in an effort to improve
low and mid-range torque and boost response. Modified Primary Fuel & Primary Ignition
tables to account for the effects of AVCS tuning. Further tuned Dynamic Advance table
to promote smooth transitional (low RPM to high RPM) acceleration. Raised speed
limiter. Moved Speed Limits to 186 mph. Increased boost cut to 18.85psi at sea level.
Defeated MIL codes; see below. This calibration has been updated to latest
AccessTUNERTM file format, v1.00.
Base Map vs. Real Time Map Differences - The base mapping contains some additional
logic for improved performance and is HIGHLY recommended to be used if you plan on
operating at a Stage1 level.
Here is a list of tables (parameters) that may change when you select a Realtime map
with your AccessPORT:
AVCS Intake Cam Advance
Boost Limits
Boost Targets
Turbo Dynamics (i.e.: turbo "gain")
Wastegate Duty Cycles (Low & High)
Fuel Injector Parameters (size and latency)
Intake Calibration (MAF Sensor)
Primary Fuel
Tip-in Enrichment
Dynamic Advance (the ignition self-tuning table or what is sometimes referred to as a
Knock Correction table)
Primary Ignition
Rev Limiter
Throttle Duty Cycles
Features such as defeated CELs and Closed Loop tables are not changed with Realtime.
This is why we highly recommend you running the Stage Base Map that best matches your
car's modification. Running the Stock Mode Base Map with a Stage Realtime map over it
will get you some of the improvements but no where NEAR what you would get if you
were to run the proper Stage Base map.
Revised Electronic Throttle Mapping. We did this to improve the throttle response. We
changed the delays in how the throttle actually reacted to your right foot in an
effort to reduce some of the "drive by wire" feel.
Again, you should have no reason why you will want to run the Stock Base map, unless
of course you're the type that doesn't like extracting the full potential of your
vehicle.
Additional Notes:
For use with a 2006 WRX MT running only the Forced Performance TD05H-18G turbo, STi
or equivalent TMIC, and turbo-back exhaust system. Additional modifications such as
an underdrive pulley, or panel filter are still within the acceptable parameters of
this calibration. MUST USE FACTORY INTAKE SYSTEM ONLY, NO OTHER AFTERMARKET INTAKES
ARE CERTIFIED COMPATIBLE WITH THIS CALIBRATION. Best if used with 49 state 93 and 94
octane. If any knock is present even when using 49 state 93 or 94 octane, try using
octane booster or using the FP18G 91 MTv101 or FP18G ACN91 MTv101 calibration. Keep
in mind Subaru recommends 93 octane fuel for even a STOCK STi.
The above dyno graph* demonstrates the fuel curve that should be measured from the
exhaust stream. The RPM reference can be found on the X-axis in pink numbers; the A/F
Ratio reference can be found on the Y-axis in black numbers. If your fuel curve is
not within +/- .4 A/F from this calibration, while running the FP18G 93 MTv101
mapping on your 2006 WRX MT, then you may need to have the vehicle analyzed by a
professional tuning facility. Hardware such as intakes can skew the MAF sensor signal
and create a dangerously lean fuel curve. This calibration has been established to
run with the stock intake system only.
The above dyno graph* demonstrates the relative pressure (boost) curve that should be
measured from the intake manifold. The RPM reference can be found on the X-axis in
pink numbers; the Relative Pressure (Boost) reference can be found on the Y-axis in
green numbers. If your boost fuel curve is not within +/- .7 psi from this
calibration, while running the FP18G 93 MTv101 mapping on your 2006 WRX MT, then you
may need to have the vehicle analyzed by a professional tuning facility. Target peak
boost pressure is ~16.8psi +/- 0.7psi depending on vehicle and conditions. Boost will
likely taper to ~14psi by redline to increase reliability. Boost cut at sea level is
increased to 19.14psi.
CEL Codes Defeated [WHEN USING AS BASE MAP] (** means new to latest revision):
P0137 - Rear O2 Sensor Circuit Low Voltage **
P0138 - Rear O2 Sensor Circuit High Voltage **
P0139 - Rear O2 Sensor Circuit Slow Response **
P0140 – O2 Sensor Circuit No Activity Detected (Bank 1 Sensor 2) **
P0420 - Catalyst System Efficiency Below Threshold **
P2096 – Post Catalyst Fuel Trim System Too Lean Bank 1 **
P2097 - Post Catalyst Fuel Trim System Too Rich Bank 1 **
Mechanical Tuning of the Subaru Boost Control System
Changing the size of the hole in the restrictor pill; the vacuum lines for the
factory boost control system contain a small brass restrictor pill located in the
short vacuum line coming off the turbo compressor housing. The middle of this
restrictor pill has a lengthwise hole precisely machined to a certain specification
so that it works with the factory wastegate actuator and the wastegate duty cycle
settings in the stock ECU. The size of this center hole can be changed in order to
mechanically assist boost control.
The smaller diameter hole in the center of the brass restrictor pill; the tendency to
boost spike will be higher and the less wastegate duty cycle you will need to run
higher boost. The larger diameter hole in the center of the restrictor pill; the
boost control system will have less of a tendency to boost spike and the greater
wastegate duty cycle you will need to run higher boost. If you have a stock turbo and
are running an AccessPORT map you have no reason to modify your restrictor pill. If
you have installed a new turbocharger and you are using the stock boost control
system to tune boost, please verify that the vacuum line coming off the turbo
compressor housing (prior to the T-fitting) contains a restrictor pill with a hole
machined in the center of pill.
The center hole of this restrictor pill must measure .052” +/- .001” (a #55 drill
bit) in order to allow the calibrations of the FP TD05H-18G 93 MTv101 calibration to
work with the factory boost control system on the 2006 WRX MT.
NOTE: The hole in the restrictor pill can always be machined to a larger diameter. Be
sure to make very small increases in the diameter of the hole. If the center hole is
machined too large you will not be able to hit your boost targets…even with 100%
wastegate duty cycle.
Pre-loading the wastegate actuator arm; adjustment of the wastegate actuator rod (if
the rod length is not fixed and adjustments can be made) will allow proper
calibration and some additional tuning as well. All IHI turbochargers have a fixed
wastegate actuator rod that cannot be adjusted; all MHI & Forced Performance
turbochargers have an adjustable wastegate actuator rod. If the rod coming out of the
wastegate actuator is shortened it will pre-load the spring inside the wastegate
actuator increasing the pressure level at which the actuator will allow the wastegate
valve to open and the total boost pressure that turbo can generate will increase (as
long as the turbo is still within its efficiency range). This pre-load will also
limit how far the wastegate valve can open. Pre-loading (shortening) the wastegate
actuator rod too much CAN POTENTIALLY CREATE A MECHANICAL BOOST CREEP ISSUE THAT
CANNOT BE TUNED OUT! If the wastegate actuator rod is lengthened the actuator will
decrease the load on the spring and decrease the pressure level at which the actuator
will open and total boost pressure the turbo can generate will decrease. If the
wastegate actuator rod does not put enough pre-load on the wastegate valve then you
could see boost fluctuations of + or – 2psi even when the wastegate solenoid duty
cycles are constant. If you have a Forced Performance TD05H-18GH turbocharger then
you should not have to adjust the wastegate rod length.
NOTE: The larger diameter wastegate valve a turbo has the more difficult it is to
stabilize boost pressure as the valve initially opens. This is also true for greater
exhaust gas back pressures created by a smaller A/R on the turbine housing.
2006 Subaru WRX Forced Performance TD05H-18G Actuator Measurements
This article is intended to demonstrate how a Forced Performance TD05H-18G wastegate
actuator should be operating in order to properly work with our FP TD05H-18G specific
calibrations which we developed for the 2006 WRX MT. These maps are to be flashed as
a base map to your vehicle using the Cobb Tuning AccessPORT map transportation
device. We want to do everything we can to ensure that the performance of these maps
is consistent and optimal. Please verify that the turbo you are running on your
vehicle actuates very similar to how this particular demonstration shows. Your WG
actuator arm may need to be adjusted in order to achieve similar wastegate actuator
movement. These measurements are all static measurements which do not take into
account the effects that exhaust gas back pressure prior to the turbo (temperature,
exhaust restrictions, etc.) will have on the movement of the wastegate valve. All
measurements should be read with a tolerance of +/- .008”.
The wastegate actuator pictured is the bronze item with the “W” stamped on it.
While the turbo is off the vehicle we suggest you securely clamp the turbo into a
secure vise. Be sure to expose the wastegate actuator rod so you can easily align the
dial indicator.
Use the magnetic base on the dial indicator to align the dial indicator so it is
collinear with the wastegate actuator rod. This cannot be perfectly aligned for the
wastegate valve arm is on a pivot point, set it us as best you can.
A standard Mityvac™ vacuum/pressure pump can be used.
Plumb the vacuum line so it goes directly from the pump nozzle to the wastegate
actuator nipple.
Be sure to set the pump so it is in pressure mode.
Put slight tension on the dial indicator, then zero out the dial indicator before you
proceed.
@ 3psi wastegate actuator rod movement is ~.001”.
@ 10psi wastegate actuator rod movement is ~.042”. The wastegate actuator starts to
more quickly react from this point forward.
@ 15psi wastegate actuator rod movement is ~.360”. From this point on to 20psi, you
will notice that wastegate actuator movement is nominal.
FP18G Wastegate Actuator Movement
0.6000
0.5000
06
37
0. 93
36
0. 0
9
36
0. 0
7
36
0. 0
5
36
0. 0
0
36
0.
50
50
10
0.
0.2000
80
23
0.
0.3000
17
0.
Inches
29
0.
0.4000
60
20
04
0.
31
00
0. 8
2
00
0. 5
2
00
0. 0
2
00
0. 8
1
00
0. 3
1
00
0. 0
1
00
0. 0
0
00
0.
0.1000
0.0000
0
3
4
5
6
7
8
9
10 11 12 13 14 15 16 17 18 19 20
Relative Pressure Applied to FP18G Wastegate Actuator Diaphragm, Psi
* Graphs may not be those of the 93 octane maps. Generally speaking, the FP18G 93
MTv101 map has a more aggressive timing curve and a slightly leaner fuel curve which
allow the vehicle to take advantage of the improved fuel qualities inherent to the 93
or 94 octane fuels.

COBB TUNING

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