We understood, why, but we don't like to follow directions, and with 2 pulls on the dyno we found that the stock setup runs 100% wastegate Duty Cycle. The pill is one that affects how much overall air the boost solenoid can bleed off. Longer time less power, more hold time and the turbo makes more boost and therefore more torque!īefore we go to flashing the EVO, we actually read the instructions! If we follow Cobb's instructions on how to setup the EVO for their maps they supply, we were supposed to pull out a restrictor pill in some of the boost tubes. Like we have mentioned in other dyno sessions, these numbers can be changed and can affect the overall numbers. The launch time was 3 seconds, and weight of vehicle is 3200 lbs, 3 gear, with a run time of 14 seconds this is also with ZERO SAE correction. For this test we would be using our Dynapack dyno and using the same parameters we always use. After that we would install our PERRIN 3" Turboback Exhaust, with cat, and then tune for Stage 2. We would do our normal base runs to determine what the starting HP is, then from there tune the ECU to build our Stage 1 mapping. In the end it came down to some very simple updates and we were back on track.įor this test and tune session we would be starting with John Lietls recently purchase, bone stock EVO 9. After the day stage 1 was done, and it was time to flash the ECU for the second and final time this is when the bugs stared to appear. It was fun learning how the ECU worked, and the software worked just like the Subaru Protuner software, except a bit slower. We tuned on our EVO for about a half a day with no issues. At first this was not our experience at all. So they went back to OPENECU to get their tuning done. We had come to find that some tuners were frustrated with the bugs and it not working. More on this later.īefore we stared tuning our EVO 9 with the AccessPORT, we looked to the forums to see what other wonderful things tuners were saying about it. One thing that was great to play with was the MIVEC control. We can test new things, make instant changes and see instant results with the engine still warmed up. This also makes for a great development part. So instead of it taking 10 flashes to get the fueling dialed, it can take 10 minutes. With the AccessPORT, 99% of the maps we would actually tune, are live tunable which means, instant changes. Every change made requires an ECU reflash. The problem with OpenECU is how quickly a tuner can tune it. Before we experienced the EVO AP, we had used the EVO Hydra, which does have live tuning, and lots of other great things about it (except cost) and of course we had also used the OpenECU. The live tuning also means you can switch between maps loaded onto the AccessPORT itself. This may seem like a benefit only to the Tuner, but the end user is the one having to pay for tuning time. One great feature for the end user is its live tuning ability. These are all things that are important to the end user. It can clear codes, do 0-60 times, quarter mile times, and lots of other things. The AccessPORT can also be a great diagnostic tool as you can view real-time data from the ECU. Other user features for the AccessPORT are its ability to store many maps and be able to change them within seconds, not minutes. For the end user, the biggest thing is, you do not have to have a laptop to change maps. But there are many things that OpenECU can't do compared to the AP. The AP costs more than OpenECU, and it came out long after OpenECU. It doesn't take a genius to figure out why there are not many AP EVO users out there. Since we have been using the COBB AccessPORT on our Subaru's for a while now, we thought lets tune our EVO with it and see how it goes. OpenECU very quickly became the standard form of tuning because of its open-ness to anyone that wanted to help figure out maps and how the ECU actually worked, oh, and not to mention you could flash your car for $99. In the world of EVO ECU tuning, there is one basic standard form of tuning.
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