COBB TUNING AccessTUNER TM USDM Mitsubishi Table Descriptions and P.1
Note: This is a list of tables available on all Mitsubishi AccessTUNER products. Not all tables are available in your software. Boost Control Offset Boost Control Tables 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. 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 Cut Timer This table allows you to set how long the ECU will allow for an overboost condition until it cuts fuel to the engine. The overboost 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 overboost situation to occur until it cuts the fuel to the engine; the lower the value will shorten the time the ECU allows an overboost situation to occur before cutting fuel to the engine. 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 Boost Limit This table is the boost limit table which use engine RPM for the breakpoints. These values are calculated Load Boost values that are derived from the MAF signal. These values do not correlate to pressure values since this car does not have a MAP sensor. The higher the value, the higher the turbo boost load limit; the lower the value, the lower the turbo boost load limit. P.2
You can log Load Boost 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 Boost Cut Timer table. Boost Target A Boost Target C Boost Target D These tables are the main turbo boost target tables which use engine RPM for the breakpoints. These values are calculated Load Boost values that are derived from the MAF signal. These values do not correlate to pressure values since this car does not have a MAP sensor. The higher the value, the higher the turbo boost target; the lower the value, the lower the turbo boost target. We have seen that the ECU only uses the Boost Targets A table under normal operating conditions. You can log Load Boost and reference this against an external 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. 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. Turbo Dynamics (Load) 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 boost targets, from the Boost Targets table. The breakpoints are the differences between calculated and desired boost (from the Boost Targets table). This is also known as and 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. 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. Turbo Dynamics (Throttle Position) 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 boost targets, from the Boost Targets table. P.3
The breakpoints are throttle position values (TPS). These values give the ECU the ability to add WGDC if the engine is not achieving it's boost load target for a given TPS value. A higher value will allow the ECU more authority to add WGDC in order to achieve the boost target load for a particular TPS value. WGDC Limit (Cold Engine/CEL) This table allows you to set an upper WGDC limit (ceiling) that the ECU will hold the until the engine is considered warm, or when the MIL is illuminated. We have no tuning tips at this time since the stock values work well. 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 Wastegate DC A Wastegate DC C Wastegate DC D These tables are the main turbo wastegate duty cycles tables which use engine RPM for the breakpoints. These values are wastegate duty percentage values that are used to drive the wastegate solenoid. The higher the value, the more WGDC is driving the solenoid; the lower the value, the less WGDC is driving the solenoid. We have seen that the ECU only uses the Wastegate DC A table to drive the WG solenoid under normal operating conditions. You are able to log WGDC Dynamics Used to see how much WGDC is being added or subtracted in order for the vehicle to achieve the Requested Boost. How to tune this table will depend on the mechanical set up of the boost control system. 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 overboost condition. WG Solenoid Activate High RPM We have no tuning tips at this time since the stock values work well. WG Solenoid Activate Low RPM P.4
We have no tuning tips at this time since the stock values work well. WG Solenoid Deactivate High RPM We have seen the ECU lock the WG solenoid at 100% WGDC after this RPM point, regardless of what is in the Wastegate DC table. We suggest you set this table to an RPM point that is above the REV limit value so you can use the stock boost control system to control boost all the way to the engine's Rev Limiter. WG Solenoid Deactivate Low RPM We have no tuning tips at this time since the stock values work well. Closed Loop A (Load) Fuel Tables This table is a closed-loop fueling control table which use engine RPM for the breakpoints. These values are Load Fuel values that are used to control when the ECU changes fueling calculations from close-loop to open-loop. The higher the value, the higher the load point at which the fueling stays at 1 Lambda (stoichiometric); the lower the value, the lower the load point at which the ECU will switch to open-loop fueling calculations. We have no tuning tips at this time since the stock values work well. 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 Closed Loop B (Load) This table is a closed-loop fueling control table which use engine RPM for the breakpoints. These values are Load Fuel values that are used to control when the ECU changes fueling calculations from close-loop to open- loop. The higher the value, the higher the load point at which the fueling stays at 1 Lambda (stoichiometric); the lower the value, the lower the load point at which the ECU will switch to open- loop fueling calculations. P.5
We have no tuning tips at this time since the stock values work well. 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 Closed Loop TPS Hi Load This table is a closed-loop fueling control table which use engine RPM for the breakpoints. These values are TPS values that are used to control when the ECU changes fueling calculations from close-loop to open-loop. The higher the value, the higher the TPS value at which the fueling stays at 1 Lambda (stoichiometric); the lower the value, the lower the load point at which the ECU will switch to open-loop fueling calculations. We have no tuning tips at this time since the stock values work well. 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 Closed Loop TPS Low Load This table is a closed-loop fueling control table which use engine RPM for the breakpoints. These values are TPS values that are used to control when the ECU changes fueling calculations from open-loop to closed-loop. The higher the value, the higher the TPS value at which the fueling will start to use a closedloop strategy; the lower the value, the lower the load point at which the ECU will switch from open-loop to closed-loop fueling calculations. We have no tuning tips at this time since the stock values work well. 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 Min Coolant Temp Closed Loop Switch Intake Cal Map A This table is the Intake Calibration (MAF Transfer) table which the ECU uses to determine the equivalence of fuel to air mass for fueling calculations. This table uses the MAF hertz as the breakpoints. The values below are airflow values in grams/second. The higher the value, the more fuel is injected; the lower the value, the less fuel is injected. P.6
We have found it best to view both Short Term Trim. and Long Term Trim. in order to determine what corrections the ECU is making in order to maintain a stoichiometric A/F ratio, or 1 Lambda. To tune these tables, 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 Short Term Trim, Long Term Trim, MAF Airflow, MAF Hz, and Coolant Temp. After the vehicle has come to temperature, re-set the Start the motor again, and then watch your MAF hertz and A/F trims. You want the combination of your A/F trims to be as close to 0 as possible. EX = If your STT. is +12% and LTT is 0, then simply look up the MAF Hz or Airflow, which should be between 200-500 Hz at idle, on the Intake Calibration tables and adjust the grams/sec value for that Hertz (+) 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 STT & LTT. If that total is +12% then you will need to adjust EACH Intake Calibration table by 1/3 of the combined STT & LTT value. You can highlight the Intake Calibration cells for that particular MAF Hz 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 1.04; this adjustment will now tell your ECU for that particular MAF voltage you now have a 4% greater MASS of air entering the motor so 4% more mass of fuel should be injected. When you do this with each intake calibration table, the combined adjustment will be +12%. A +12% adjustment to the Intake Calibration require three separate + 3% adjustments to EACH Intake Calibration table, A, B, & C. This is not the only way to tune these tables, this is one that we have found works best. After this adjustments are made you re A/F Trims should be close to zero. (If that total is -12% then you can highlight the Intake Calibration cell for that particular MAF Hz 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 0.96; this adjustment will now tell your ECU for that particular MAF voltage you now have 4% less MASS of air entering the motor so 4% less mass of fuel should be injected, bringing your fuel trims close to zero). I would shoot for a Long Term Trim 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 while live tuning, close down any tracing or dashboard, then you can go to the ECU drop down menu and select the Reset ECU option. You will be prompted to turn your vehicle fully of and back on again. BE SURE TO reload the calibration you have been tuning sine all realtime information will be lost with an ECU reset. Do this along the Intake Calibration table up to point where the ECU is no longer making large corrections ON A LOAD-BASED CHASSIS DYNO at part-throttle. Be sure to keep your throttle movement as steady as possible during this process. Intake Cal Map B This table is another Intake Calibration (MAF Transfer) table which the ECU uses to determine the equivalence of fuel to air mass for fueling calculations. This table uses the MAF hertz as the breakpoints. See Tuning Tip for Intake Cal Map A. Intake Cal Map C This table is another Intake Calibration (MAF Transfer) table which the ECU uses to determine the equivalence of fuel to air mass for fueling calculations. P.7
See Tuning Tip for Intake Cal Map A. Enrichment (RPM) We have no tuning tips at this time. Fuel Injector Latency 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, and fuel pressure. Lower battery voltage will increase the injector's 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. 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 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. + A/F Trim Learned) 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. P.8
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. Fuel Injector Scaler 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. To calculate a starting value for a different injector size than stock, use the following formula: New Scale Value = [(Original Injector Size / New Injector Size) * Original Scale Value] * multiplier. For example, let s say you are replacing your factory EVO injectors (~550cc) for aftermarket 750cc injectors. The formula would look like: New Scale Value = [(550cc / 750cc) * 57] * preferred multiplier (1.15 works well, but this value can be modified to what works best for your local fuel and atmospheric conditions); New Scale Value = 50 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 aftermarket Intake and aftermarket injectors at the same time. An aftermarket intake will affect your A/F Trim Mimed. and A/F Trim Learned values at idle and part throttle, making it nearly impossible to find an accurate Injector Scale Value. If you have an aftermarket 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 aftermarket intake, it can be installed and the necessary tuning can be performed AFTER you have found the optimal Fuel Injector Scale value. Fuel Map (High Det) This the primary fuel table used when the engine is experiencing High Detonation conditions. This High Detonation Fuel table is a protective fuel table, designed to run richer when the engine is experiencing a high level of "noise" such as detonation. The table is referenced by Load Fuel for the Y-axis breakpoints and engine RPM for the X-axis breakpoints. Table values shown are in Lambda or air/fuel ratio approximations; the higher value the leaner the air/fuel ratio, the lower value the richer the air/fuel ratio. Due to differences in various mechanical and electronic manufacturing tolerances, these target values are P.9
an approximation. With all other engine parameters being constant; these target values have not been accurate with what we have measured for a Lambda value out of the tailpipe. 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 over-fuel the car to a point where it stumbles in this situation then they may need to be adjusted. Although, a tuned vehicle should not need to use this table. 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 MAF Size We have no tuning tips at this time. Primary Fuel This the primary fuel table used when the engine is not experiencing High Detonation conditions, this table is the fuel table used under normal conditions. The table is referenced by Load Fuel for the Y-axis breakpoints and engine RPM for the X-axis breakpoints. Table values shown are in Lambda or air/fuel ratio approximations. The higher the value, the leaner the air/fuel ratio; the lower the value, the richer the air/fuel ratio. Due to differences in various mechanical and electronic manufacturing tolerances, these target values are an approximation. With all other engine parameters being constant; these target values have not been accurate with what we have measured for a Lambda value out of the tailpipe. You will need to log a WBO2 Lambda (or AFR) value from a sealed exhaust system to determine if the engine is running with excessive or not enough amounts of fuel. Generally speaking, we have seen that these engines like to run around.79 -.74 Lambda on Petrol. High Det Ig Advance The ECU does not appear to use this table. Ignition Tables P.10
Ignition Map (High Det) This the primary ignition table used when the engine is experiencing High Detonation conditions. This Ignition Map (High Et) 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 Y-axis breakpoints and engine RPM for the X-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. 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. Although, a tuned vehicle should not need to use this table. 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 Ignition (Low Det A) Ignition (Low Det B) Ignition (Low Det C) These are the primary ignition tables used when the engine is not experiencing High Detonation conditions, these tables are the ignition advance tables used under normal conditions. The tables are referenced by Load Timing for the Y-axis breakpoints and engine RPM for the X-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. 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 Sum, which will tell you how excessive the ECU feels the noise level is. A positive Knock Sum value informs you that the ECU may remove some ignition advance. We have seen that an occasional logging of 2-4 Knock Sum 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. We have seen two tuning styles used. One is to independently adjust all three tables in the same manner, and the other is to set all three tables to the same values. Ignition Map (High Det A) Ignition Map (High Det B) Ignition Map (High Det C) These are the primary ignition tables used when the engine is experiencing High Detonation conditions. These Ignition Map (High Et A, B, & C) tables are protective ignition advance tables, designed to run less P.11
ignition advance when the engine is experiencing a high level of "noise" such as detonation. These tables are referenced by Load Timing for the Y-axis breakpoints and engine RPM for the X-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. 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. Although, a tuned vehicle should not need to use this table. 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 Low Det Ignition Advance The ECU does not appear to use this table. Primary Ignition This the primary ignition table used when the engine is not experiencing High Detonation conditions, this table is the ignition advance table used under normal conditions. The table is referenced by Load Timing for the Y-axis breakpoints and engine RPM for the X-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. 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 Sum, which will tell you how excessive the ECU feels the noise level is. A positive Knock Sum value informs you that the ECU may remove some ignition advance. We have seen that an occasional logging of 2-4 Knock Sum 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. Primary Ignition Advance The ECU does not appear to use this table. P.12
MIVEC Table A MIVEC Tables This table controls the MIVEC intake cam advance for the engine. This table is referenced by Load MIVEC for the Y-axis breakpoints and engine RPM for the X-axis breakpoints. These values are in crankshaft degrees BTDC (before top dead center). The higher the value, the more intake camshaft advance; the lower the value, the less the intake camshaft advance for the particular load and RPM. Modifications to these table values can create additional volumetric efficiencies throughout the engine operation range. MIVEC Table B ISCV High IAT Boost AC Off Miscellaneous Tables ISCV High IAT Boost AC On P.13
ISCV step position AC Off ISCV step position AC Off (Moving) ISCV step position AC Off (Neutral) ISCV step position AC On (Neutral) ISCV step position AC On P.14
ISCV Table These values are the main look-up table values for idle control. We have no tuning tips at this time. Idle Speed This table allows you to set the idle targets for when the vehicle is not moving (VSS = 0). The breakpoints for this table are water temperature levels. Set accordingly. Idle Speed (Moving) This table allows you to set the idle targets for when the vehicle is moving (VSS > 0). The breakpoints for this table are water temperature levels. Set accordingly. Idle Speed AC On This table allows you to set the idle targets for when the AC system is on. Set accordingly. Idle Speed AC On (Moving) This table allows you to set the idle targets for when the AC system is on and vehicle is moving (VSS > 0). The breakpoints for this table are water temperature levels. Set accordingly. Idle Speed AC On 0 This table allows you to set the idle targets for when the vehicle is moving (VSS > 0). The breakpoints for this table are water temperature levels. Set accordingly. P.15
Idle Speed AC On 1 This table allows you to set the idle targets for when the AC system is on. Set accordingly. Rev Limit 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. 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. Rev Limit (Stationary) 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. 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 Limiter Off This table allows you to set a re-engagement point so engine fueling will continue after the vehicle speed goes below this point. 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 Limiter On This table allows you to set a (vehicle) speed limiter which will cut fuel to the engine. The fueling will continue once vehicle speed falls below the Speed Limiter Off value. P.16
We have no tuning tips at this time since the stock values are set higher than the vehicle is capable of going, speed wise. P.17