Originally Posted by razorlab

Boost Control:
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Base Wastegate duty Maps



This table is used to set your base turbo boost level off the first solenoid in the boost control system. It is based off wastegate (solenoid) duty cycle, TPS % and RPM. As you can see it is maxed out at 100% duty cycle at WOT from the factory

Base Wastegate Secondary Solenoid duty Maps



This table is used to set your base turbo boost level off the secondary solenoid in the boost control system. It is based off wastegate (solenoid) duty cycle and RPM.

Boost Target Engine Load Maps



This table is used for the boost error correction system to keep your base boost levels in check. It is based off a target load at TPS % and RPM

Boost Control Load Offset



This table number + the Boost Target Engine Load number = Target Load

Turbo Boost Error Correction



If the engine load is above or below the "Target Load" (see Boost Control Load Offset + Boost Target Engine Load tables) by a certain percentage, then actual wastegate duty cycle is added or subtracted depending on this table.

Boost Control RPM Crossover (Gear based)



This table is used to see the RPM/MPH crossover for gear based boost. In stock form, the GSR model does not take advantage of this feature (but can be tuned to do so). The MR model uses this feature to keep boost lower at approx 3000-5000rpm in 1st gear.

Boost Limit



This table sets the boost limit (fuel cut), based on load.

Boost Cut Delay Timer



This table tells the ECU how long the ECU will let the car be above the "Boost Limit" before it cuts fuel. 1000ms = 1sec

Originally Posted by xbox4414

Bryan I have a question what are the X's you are tuning running in terms of boost in PSI if the WGDC is already at 100% stock? Are you pushing it over 100%? I'm confused and what is the secondary solenoid table for...?

Originally Posted by xbox4414

Oh so adding a pill will detune the first one and then if you tune it back to say 100% the boost levels will be higher. Makes sense. So does this mean the stock system on a stock tune and everything is maxed out on boost? And the only way to get more boost is with a pill?

Originally Posted by xbox4414

Bryan 2 quick questions, how many flashes per "tuning session" do u do? Is it like base line a few times, tune once, dyno, check and readjust and then flash again?

Originally Posted by xbox4414

Also how are you preventing P1235? People are saying ECUTeke prevents P1235, but what table is that under ECUFlash?

Originally Posted by xbox4414

LOL, so unless it's a mail-in flash I'm guessing the flash count CAN rocket up. Any word on a limit of flashes an ECU can handle?

Originally Posted by razorlab

I haven't seen any proof of any flash counters, I'm not saying there isn't any but I just haven't seen any proof.

Custom tunes are custom tunes, they take time to customize for your vehicle and modifications. Anyone that says they can custom tune a vehicle within 1 to 2 flashes either isn't custom tuning your vehicle and is just slapping a base flash on and verifying it with a quick tweak or just wants your money, or both.

If the ECU is anything like the evo 8 and 9 then it can be flashed a ton without any problems. I have over 500 flashes on my personal Evo 8 ECU with no issues. I have yet to hear of problems with too many flashes on the Evo ECU either.

Originally Posted by razorlab

That isn't the most current XML but yup that is part of the set of them.

Originally Posted by razorlab

Here is the approx path a 100% stock Evo 10 takes through the Ignition and Fuel maps at WOT: (based on data logs of 5 different stock Evo 10s)

Originally Posted by razorlab

Yup low 9's 100% stock.

With a good drop-in filter (K&N, HKS, etc) it will lean out about .5-.7 or so.

I dyno tested a HKS drop-in filter last week and it gained 20whp/15wtq just dropping it in.

An AEM intake with the whole upgraded intake tube and MAF housing will lean the car out over 1 full AFR point.