Tag Archives: OTS

Firmware updates for ALL Subaru Accessports!

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http://www.iwsti.com/forums/cobb-accesstuner/271467-firmware-updates-all-subaru-accessports.html

I like leveraging IWSTI forum posts (because I spend a good bit of time reading and posting there).

Cobb has updated the firmware for all Subaru APs.  The notes are below:

Fast Logging for ALL Subaru Accessports!!

We’ve improved datalogging rates for all Subaru Accessports. This includes V2, V2b, and V3 units and all Subaru Accessport part numbers.

V2 and V2b units will now see improvements in excess of 300% over previous datalogging rates. V3 Accessports will see nearly 250% higher resolution.


OTS Map Updates!!

2008-2014 STI v334 Map Updates

  • Revised Engine Load Compensation tables to address potentially high absolute values in the A/F Learning “C” range.
  • Activated new toggle to induce Per-Gear Timing Compensations for 6th gear.
  • Eliminated factory “Fuel Enrichment Ramping” behavior that caused temporarily lean conditions following shifts while driving aggressively.


2002-2007 WRX v310 Map Updates

  • Massive update for Stage1 and Stage2 mapping. Includes refinements to boost control and overall ignition timing strategy.
  • Added Stage1 and Stage2 support for COBB Electronic Boost Control Solenoid (EBCS).


2009-2014 WRX v331 Map Updates

  • Synchronized mapping across all model years.
  • Implemented Per-Gear Timing compensations.
  • Reshaped Boost Targets table for better control at higher RPM which reduces need for Severe Low Wastegate (SLWG mapping).
  • Removed SLWG maps from map offering
  • Revised odd factory Per-Cylinder Injector Pulsewidth tables
  • Updated Primary OL Fuel tables.
  • Revised ignition timing tables based on power and detonation concerns.
  • Many minor adjustments (changed per-cylinder timing compensations slightly, disabled trims based on rear O2 sensor, revised closed loop fuel target at idle, etc.).


For access to updated features, simply connect your Accessport to Accessport Manager and perform a firmware update!

For any other questions, feel free to email support@cobbtuning.com or submit a support ticket at cobbtuning.com/support

The coolest part?  The increase in datalogging rates — 300% for pre-v3 APs and 250% for v3s!!  What does that mean?  Better (quicker) logging!  That means better quality datalogs!

Lots of Knock!

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A few days ago, it got warm enough to where I wanted to go to a car meet.  I took the car (of course) and ran logs on the way out.  I also ran logs today when driving to a doctor’s appointment.  Well…I saw lots of knock…WTF.  The only thing I can think of that’s causing it is bad gas (I filled up on Friday…those logs were partially clear).  Thinking on it now, it could also be the fact that the weather is warmer…warm enough to have heat-soak (which could contribute to knock on the OTS Stage 1 tune).

I got scared enough to where I unmarried the AP…it may stay unmarried until I’m ready for a protune.   While the DAM was still 1.0, the knock was very prevalent (finke knock learn, actually, which pulled timing quite a bit in some instances) .  I’ll see if I can post the logs.

EDIT – The logs are here.

UPDATE – I think this might have been a combination of bad gas and the fact that the engine was loaded and in top gear. No, I wasn’t lugging the engine, nor was I boosting significantly in 6th, but I was in 6th with light load and running the AC, which the 93-octane Stage 1 OTS tune doesn’t like. When I went to the Stage 1 91-octane OTS tune, it stopped. I’m still running the 91-octane Stage 1 tune.

Mishimoto Cold Air Intake for 2008-2014 STI

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subaru-wrx-sti-performance-air-intake-2008-2014-39

http://www.mishimoto.com/subaru-wrx-sti-performance-air-intake-08-14.html

This cold air intake (CAI) is a bit different than that’s currently on the market for the GR/GV STIs.  What’s different?  Your vehicle doesn’t need to be tuned for it to be used on your car, nor does it need to used with a Cobb AP OTS tune.  In most cases, CAIs for Subarus are not plug-n-play.  So when I saw the above URL posted within the IWSTI forums, I immediately had questions, such as ‘how did they do this?’.

Here is an engineering writeup of the product (by Mishimoto engineers).  It is actually pretty thorough.  Another cool fact is that it can still be protuned for further gains.  Mishimoto claims,

The maximum gain achieved was about 25 hp and 24 tq at around 5300 rpm, with a peak gain of 12.7 hp and 2 tq. These results are very good for such an easy part to swap out. Increases on average through the power band measured around 20 hp and 18 tq, which would certainly be noticeable to the driver.

Additional notes regarding the air/fuel ratio of a car with this particular CAI:

The Mishimoto CAI follows the stock AFR as the car builds its boost. Once the engine reaches 4000 rpm the car is under full boost, as seen when the Mishimoto CAI starts to differ from the stock unit. The maximum AFR reached was about 11.7:1, but on average the Mishimoto CAI runs about 11.3:1 when under full boost. The stock AFR maxed out at about 11:1 and averaged about 10.5:1 when under full boost. These numbers were consistent throughout multiple runs, which assured the engineers that this CAI can be used every day without harming the engine.

Looks-wise, I like the Nameless Performance CAI better, even though that particular unit still needs a Cobb AP to be used (it can be used with any map that supports the AEM CAI).  Pricing between the NP and Mishimoto CAIs are also very similar.  The NP CAI is $299 and has an arsenal of color choices of the closeout and MAF housing.  The Mishimoto CAI is $313 and only offers 3 colors of the intake piping.

I’m not sure which offers better gains on OTS tuning, but I don’t think you can go wrong with either solution.