1) No one
had access to underlying fuel, timing and boost maps. This means
that all piggy-back tuning attempts were subject to unknown.
Variables that had influence over long-term fuel learning or knock
correction. It was also impossible to determine and compensate for
maximum RPM or Load limits which made extracting full performance
without concessions to safety margin virtually impossible.
2) Limited
resolution with respect to tuning control. With the factory fuel,
timing, boost and knock correction maps offering up to 16x16 cell
resolution with engine speed breakpoints every 400RPM, no
interceptor-based tuning device of the time offered commensurate
resolution. Without this resolution, it was impossible to
compensate for sudden spikes or dips in underlying maps. Instead,
compromise was inherent in such applications.
3) Poor
crank angle sensor (CAS) replication. Prior interceptor-based
tuning systems improperly replicated the crank angle sensor
waveform, maintaining little more than signal peaks and valleys.
While this was sufficient to manipulate basic timing advance, it
often triggered factory diagnostic strategies, hard-starting,
erratic knock correction and general rough-running
characteristics.
4) Limited
tuning software flexibility. As with virtually every aftermarket
engine control systems on the market, tuning software interfaces
offered resolution greatly inferior to that of the factory ECU it
is attempting to influence. With the inability to place Load and
RPM breakpoints wherever necessary for coherent management (and
the restriction of having to use the same Load and RPM breakpoints
for all tuning variables) the tuning process was shrouded in
compromise.
The XEDE
addresses all the above issues as following:
1) With our
involvement with the ECUTEK re-flashing system, we now have full
knowledge of all OEM fuel, timing advance, knock correction, etc,.
maps. Knowing all underlying engine control variables, it's now
possible to know exactly what one is tuning upon.
2) With the
XEDE offering an ultra-high 20x20 map resolution, it is now
possible to tune upon the factory maps without sacrificing
granularity or having to compromise one zone for another.
Additionally, XEDE users can define not only their own Load and
RPM breakpoints for each map, they can also determine which Load
variable to use (TPS, MAP or MAF) in order to best achieve their
specific tuning goals. Simply put, no other form of engine
management offers this degree of tuning flexibility.
3) Compared
to the Unichip, the XEDE is capable of vastly superior
CAS replication. This ability greatly
improves active knock correction performance, general drivability
and invisibility to the factory diagnostic system. Perfect CAS
replication insures that there is absolutely no misunderstandings
between the factory ECU and the XEDE.
4) Unlike
the Unichip which is capable of modifying only Ignition Timing and
MAF signals with fixed load (MAP) and RPM) breakpoints (every
500RPM, the XEDE is capable of modifying Ignition Timing, MAF, TPS,
MAP and Knock sensor signals with respect to RPM (up to 20
user-definable breakpoints) and any one of three Load variables
(MAP, TPS or MAF).
5) Unlike
the S-AFC, the XEDE is capable of providing boost and spark timing
control in addition to high resolution fuel management. Used
appropriately, this enhanced functionality yields a broader power
band as well as a much greater resistance to detonation.
-
1200 possible
adjustments on the standard New Age WRX program
-
0.1% accuracy
on MAF and MAP adjustments
-
0.1degree
accuracy on timing adjustments
-
Accurate
reproduction of reluctor type timing signals, not just of
triggering edge
-
Direct
plug-in adaptor (no cutting or splicing required)
-
Fully sealed,
rugged, and lightweight housing
-
Support for
hall and reluctor type crank and / or cam timing signals
-
Support for
analog or frequency MAF and MAP / load signals
-
One
additional 10-bit analog input
-
One auxiliary
digital input / output
-
Internal
storage space for up to 12 tuning maps
-
Built-in
boost control
-
Built-in
knock signal adjust feature
-
Self-configurable load axis, input and output variables,
adjustment range, and math function for each map
-
'Map Select'
input to change between one of two unique tuning maps
-
Two
high-current Pulse Width Modulation outputs
-
Remotely
installable bi-color status LED
Introductory
Pricing:
XEDE
System
Includes XEDE computer, Plug-In Harness and 6' Serial
cable. |
$995 |
 |
XMAP
Full-Functional Tuning Software (.zip file)
Allows user to create new, or modify existing, XEDE tuning
maps. Only recommended for those who want to tune and
understand the consequences of improper engine management
calibration. |
$FREE |
|
XEDE Tuning
Map Database
Getting Started with the XEDE
(.pdf)]
Installation Instructions (.pdf)
Click here for directions
on how to Upload Maps into your XEDE (.pdf)
Note: The following calibration
maps are designed for EVOs running the factory intake system
(stock box, stock filter, etc,.) Replacement of any of these
components may result in MAF sensor mis-readings which could
potentially degrade the effectivess of the baseline maps. Those
running aftermarket intake systems are encouraged to custom-tune
their XEDEs maps on a dynamometer for maximum performance. Also,
all calibration maps are designed for premium gasoline. Anything
less will likely induce detonation which will damage the engine.
Notes: The following XEDE maps
are designed exclusively for the newest iteration of the XEDE and
its associated plug-in harness. This newest iteration offers fully
programmable closed and open loop boost control as well as map
switching via externally mounted switch. Users of earlier
generation XEDE units without these new features are encouraged to
contact us for upgrading. This will either involve a hardware
update or exchange-both free of charge.
|
XEDE Map and Download Information
|
These maps are designed to run on a Mitsubishi Lancer Evolution VIII.
The Xede installation requires that the brass restrictor pill in
the boost line just before the factory boost control solenoid be removed.
Xede installation.
All maps raise boost and hold it
more consistently to red line. These maps also induce a more aggressive
timing and fuel mapping values.
To only be used with premium unleaded fuels
|
|
Stage
|
Mods
|
+ PSI
|
91 Octane
|
93 Octane
|
Updated
|
|
Sub 0
|
Completely Stock
|
+1
|
Sub0 91
|
Sub0 93
|
na
|
|
0
|
CAT-Back
|
1-2
|
0 91
|
0 93
|
na
|
|
0 +
|
CAT-Back and Downpipe
|
1-2
|
0plus 91
|
0plus 93
|
91-11/03
93-3/04
|
|
1
|
CAT-Back, Downpipe and Cam Gears set to Vishnu Spec
|
1-2
|
1 91
|
1 93
|
93-10/03
|
|
1 +
|
CAT-Back, Downpipe and Cam Gears set to -3,-3. HKS 264/274 Cams
XedeFlash recommended for Higher midrange boost pressures and rev limit.
|
2-3
|
1plus 91
|
1plus 93
|
2/04
|
|
Stage
|
Mods
|
+ PSI
|
Map
|
Updated
|
|
1
|
CAT-Back, Downpipe and Cam Gears set to Vishnu Spec
This is a very high output map and is designed for drag strip applications.
Those participating in open track days should run a less aggressive map.
|
2-3
|
Stage One 104 Octane
|
10/03
|
|
1 +
|
CAT-Back, Downpipe and Cam Gears set to -3,-3. HKS 264/274 Cams
XedeFlash recommended for Higher midrange boost pressures and rev limit.
This is a very high output map and is designed for drag strip applications.
Those participating in open track days should run a less aggressive map.
|
2-3
|
Stage One with HKS Camshafts 100 Octane
|
1/04
|
EVO XEDE
News and Updates
April 4,
2003
The EVO XEDE is ready to go. It controls fuel delivery, spark
timing and knock sensor sensitivity via 3D maps. Map resolution is
outstanding, allowing 20x20 breakpoints for engine load and RPM.
This is slightly greater resolution than the maps in your factory
ECU. This approach is vastly superior to using simple 2D tables as
provided by S-AFCs and other simple fuel-only controllers. Also
offering fuel ignition control, the XEDE is in a class by itself.
June 25,
2003
We now have EVO XEDE boost control working in both absolute
and intercept modes. In absolute mode, you simply
input your desired wastegate duty cycles as a function of load and
RPM and your factory boost control hardware does the rest.
In intercept
mode, instead of inputting actual duty cycle values, you input
offset to stock. For example, if you want 14.8% more boost , you
simply put "14.8%" in the desired cells in your boost map.
In either mode, you
have the ability to run a RPM-dependant boost profile of your
choice. This is far superior to using a stand-alone boost
controller, most of which are only capable of holding one boost
level all the way up to redline. Also, the boost control logic in
the XEDE greatly improves both low RPM and partial-throttle boost
response. Your EVO will never fell the same again (that's a good
thing!)
Okay, what's the downside?
Well, in absolute mode, we're triggering a wastegate control
related OBD-II trouble code. It appears as if the factory ECU
expects to see some sort of resistive load and current surge when
driving the solenoid. With the XEDE driving the solenoid, the
factory ECU isn't seeing what it expects to see and, voila, check
engine light (CEL). The fix: Adding a little $3 relay coil to the
wastegate control wire from the ECU. Needless to say, this isn't a
perfect solution and we are working on a more transparent fix
integrated into the XEDE harness.
June 27, 2003
Map switching between two maps (both stored in the XEDE) is now
ready! Simply hook one of the XEDE wires up to a switch which
brings it to grown when activated and the map switch occurs.
During map switching, the indicator light will turn red for a
couple of seconds indicating that its loading up the secondary
map. When the light turns back to solid green, your second map is
on-line and you're ready to rock and roll. On our test car, our
second map is designed for 100 octane race gas. With it activated,
it raises boost pressure, runs more ignition advance and less
fueling under boost. Easy extra 30 horsepower! No joke.
June 28, 2003
Did someone mention plug-in harness? Yes, I think that was us!
And yes, it is coming!! No more wiring cutting and the wastegate
control circuitry (for CEL prevention) and map switching wires is
built-in to the board. Simply plug it in and you're off. Of
course, it's not ready yet since we're still finalizing the board
design. However, we estimate that they will be ready to ship in
August in limited quantities. If you
want one, call us now and get on the list.
July 10, 2003
While we're waiting for the new plug-in boards, we decided not to
leave well enough alone and make some firmware improvements to the
XEDE. So we incorporated new ignition control logic that limits
the rate-of-change of ignition advance changes. What does this
mean? Let's say that you have a "0" in one cell in your ignition
advance table and "-3" in the adjacent cell. If the cells are
placed close enough, the ignition retard will ramp up too quickly
and potentially trigger a CEL for misfire detection. We've only
seen this happen once or twice (out of 30+ cars) so it's certainly
not a chronic problem. Bur our new firmware update limits the
rate-of-change for ignition advance changes so that no two
successive engine events result in excessive crank angle signal
changes. We've also incorporated some rather neat ignition control
logic that fixes some quirks in the factory ignition advance
mapping/control. The result: More immediate torque upon throttle
application.
July 15, 2003
With the release of the harness, we'll also be releasing a new
version of the XMAP tuning software which will have a few more
parameters for transient fuel enrichments and dynamic timing
control which will fix some more EPA-induced nonsense in the ECU's
factory control logic. Of course, this only applies to those who
are using the XMAP tuning software. Those who are just relying on
our baseline maps can simply download the appropriate tuning file
when it is updated with the new goods.
July
28, 2003
We've been testing the final production version of our EVO EXEDE
plug-in harness for the last several days now. Everything looks
tops! We still want to put another 1500 miles on our car just to
make sure we don't run into any surprises. Boost control works
immaculately. We even have MAP scaling enabled for altitude
compensation tweaking. Not to mention provisions for an externally
mounted 3 or 4 bar MAP sensor for high boost drag car
applications! With the plug-in harness, total installation time
drops to under 5 minutes with 100% reversibility back to stock.
August 5, 2003
We ran into a little snag with the big batch of production harness
we just took delivery off. The board assembler used out-of-spec
relays for the boost control circuitry. While boost control still
works perfectly, the factory ECU notices that it no longer
controls the factory boost control solenoid (which is more
resistive than the boards relay). So, after several hundred miles
of driving, it eventually throws a CEL for "wastegate circuit
low". Performance and drivability is unchanged but no one likes to
see a CEL in a brand new car. So now the challenge is finding an
appropriate replacement relay which shares the same footprint as
the out-of-spec relay. I'm calling Digikey as I type this...
August 6, 2003
We just had delivered to us what appears to the be a suitable
relay and have already updated one of the harnesses. We ran the
relay at a constant 12v for 5 full hours (equivalent to being at
full boost for 5 full hours) to see if it fries itself. It didn't.
Next, we ran the relay at 24 volts (for no reason at all... we're
just sadistic) and it took 15 minutes to melt the wires on its
coils. So, needless to say, it will work just fine in our 12v
application under any conceivable circumstance. Now comes the
question: will it keep the factory ECU happy? 50 miles of dyno
time and so far so good. Going to put some more miles on the test
car this weekend just to make sure we have all the bases covered.
August 7, 2003
Dyno Fun! Thanks to a couple of local EVO owners who let us
have our way with thir cars, we now have new XEDE maps for Stage
SubZero and Stage Zero. Our old maps were fine but they were for
the older XEDE unit which didn't control boost. Now equipped with
3D-mappable boost, our Stage SubZero and Stage Zero kits have
surpassed even our expectations. On 91 octane California gas (the
worse in the land), we are getting a remarkable 10% gains in wheel
hp on an otherwise stock EVO with nothing more than our plug-in
XEDE engine computer. With Stage Zero (Cat-back and XEDE), we
seeing an equally remarkable 17-19% gains in wheel horsepower.
This is considerably improved upon our old pre-boost control
results. In case your wondering, we didn't simply "jack-up" boost.
In fact, peak boost still remains at stock levels, but with less
boost roll-off at higher engine speeds. Air/Fuel ratio is still
wonderfully rich, making it completely safe on 91 octane under
even the most harsh driving conditions. Expect 93/94 octane maps
to be even stronger.
January 19, 2004
Wow… a lot of time has passed since our last update. And we’ve
certainly been busy with map generation. As it stands now, we have
an XEDE map for just about any reasonable combination of
modifications. We’ve also managed to enhance our XEDE maps with
our XEDE Flash ECU reflash, allowing for higher boost, speed and
rev limits. Also new and hot is our Stage 1 with HKS Camshafts
maps. On race gas, we’re seeing over 400 flywheel horsepower! Of
course, we can’t leave out the work we’ve been doing on our Stage
2 package which is currently powering the faster Lancer Evolution
8 in the US. It’s powered by an XEDE/XEDE Flash combo. Awesome
power with perfect drivability.
