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Calibration Notes for 2007 Subaru WRX MT
AccessPORT Calibration Stage2 ACN91 MTv103
Compatible with new AccessPORT
Calibration Name: Stage2 ACN91 MTv103
Latest Calibration Rev: 1.03
Calibration and Map Notes Updated: 9/25/07
Description: Intended for an otherwise stock vehicle with a STOCK
INTAKE SYSTEM ONLY, and a turbo-back exhaust system with high-flow
catalytic converter running 91 or 92 octane.
Hardware Requirements: Otherwise stock vehicle with a STOCK INTAKE
SYSTEM ONLY, tested with a Cobb Tuning turbo-back exhaust system
with high-flow catalytic converter. An equivalent turbo-back exhaust
system could be used. If the turbo-back exhaust system relieves
back-pressure to an excessive point boost creep is possible. If a
lesser flowing turbo-back exhaust system is used then boost targets
may not be achievable. The addition of any other hardware may make
the vehicle perform poorly.
Fuel Requirement: Arizona, California, & Nevada 91 octane. If
detonation is present, you may need to use an octane booster.
Power Output: +22% HP / +43% lb-ft. Peak torque is achieved by
~2700RPM compared to ~3500RPM for the stock vehicle. Results may
vary.
Boost Targets: ~15psi +/- 0.7psi peak boost pressure tapering down
to ~10psi, depending on vehicle and conditions. If your vehicle is
not achieving or exceeding the boost targets, you may need to
mechanically adjust your boost control system, please refer to this
document “How Subaru’s Factory Boost Control System Works v1.X” for
instructions.
Our declaration of the obvious, we too have noticed that the power numbers we have
recorded on our chassis dyno are higher than the factory has rated for this vehicle.
We have also noticed that comparing these dyno graphs to other dyno graphs that we
have recorded on the same chassis dyno is difficult to do. Several factors must be
taken into account including gearing (both the ratio of the gear these tests were
performed in and the final drive ratio), aerodynamics, testing conditions, parasitic
drivetrain losses, etc. We have published these graphs because we want to do what we
can to educate our end users. Several qualitative improvements have been made to the
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.
mapping for this vehicle which cannot be graphically represented. Please take these
dyno graphs for what they are, a graphical representation of measured torque and
calculated horsepower across the below RPM range during a wide open throttle pull in
3rd gear. We hope that you enjoy the improvements we have made to the mapping for
this vehicle.
Dyno Graph = Stage2 91 MTv100 vs. Stock MT on 2006 WRX MT
As measured on COBB Tuning’s in-house Mustang AWD Dyno
(All power figures are measured at the wheels, NOT corrected for drivetrain losses)
CAUTION!!! DO NOT RUN ANY Stage1 CALIBRATION WITH ANY TYPE OF HIGHER FLOWING DOWNPIPE
OR TURBO-BACK EXHAUST ON YOUR 2007 WRX. THE Stage1 CALIBRATION HAS VERY HIGH
WASTEGATE DUTY CYCLE SETTINGS TO TRY AND BRING BOOST ON AT LOWER RPMS WHEN USING THE
MORE RESTRICTIVE, STOCK EXHAUST SYSTEM. THESE SETTINGS WILL INDUCE SEVERE BOOST
SPIKING AND WILL OVERSHOOT THE SPECIFIED BOOST TARGETS CAUSING BOOST SEARCHING. THESE
BOOST SPIKES CAN CAUSE ENGINE DAMAGE. IF YOU HAVE A HIGHER FLOWING DOWNPIPE OR TURBOBACK EXHAUST SYSTEM ON YOUR 2007 WRX, PLEASE REFLASH THE APPROPRIATE Stage2
CALIBRATIONS.
Revision Notes:
1.03 - Modified ignition optimization settings for low RPM ignition floor. Modified
CL/OL fuel settings for optimal performance and further optimized ignition advance
settings.
1.00 - Original Calibration. Tuned AVCS, Boost, Fuel, Ignition, closed loop control,
Dynamic Advance, Throttle Duty Cycles, and base programming logic to improve
drivability. Revised Closed Loop management (BASE MAP CHANGE). Revised Boost Control
parameters. Smoothed out boost related values, improved boost response at lower RPMs.
Revised AVCS Mapping. Altered intake cam timing parameters in an effort to improve
low and mid-range torque and boost response. Modified high RPM timing and dynamic
advance parameters to allow for improved ignition advance learning when using
improved octane. Modified Primary Fuel & Primary Ignition tables to account for the
effects of AVCS tuning. Further tuned Dynamic Advance table to promote smooth
transitional (low RPM to high RPM) acceleration. Raised speed limiter. Moved Speed
Limits to 186 mph. Increased boost cut to 17.98psi at sea level. This calibration has
been updated to the latest AccessTUNERTM file format, (formerly ProTUNER).
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.
REFLASH ICON
vs. REALTIME ICON Calibration Differences - The
REFLASH
calibration contains some additional logic for improved performance and we HIGHLY
recommend that you REFLASH
the calibration if you plan on operating at a Stage1
level.
Here is a list of tables (parameters) that may change when you select a REALTIME
calibration with your AccessPORT:
AVCS Intake Cam Advance
Boost Limits
Boost Targets
Turbo Dynamics (i.e.: turbo "gain")
Wastegate Duty Cycles (Low & High)
Fuel Injector Parameters (size and latency)
Intake Calibration (MAF Sensor)
Primary Fuel
Tip-in Enrichment
Dynamic Advance (the ignition self-tuning table or what is sometimes referred to as a
Knock Correction table)
Primary Ignition
Rev Limiter
Throttle Duty Cycles
Features such as defeated CELs and Closed Loop controls are not changed with a
REALTIME programming. This is why we highly recommend you REFLASH the calibration
that best matches your car's modification. Running the Stock Mode REFLASH with a
Stage2 REALTIME over it will get you some of the improvements but no where NEAR what
you would get if you were to run the proper Stage2 REFLASH calibration.
Revised Electronic Throttle Mapping. We did this to improve the throttle response. We
changed the delays in how the throttle actually reacted to your right foot in an
effort to reduce some of the "drive by wire" feel.
Again, you should have no reason why you will want to run the Stock Mode REFLASH
calibration, unless of course you're the type that doesn't like extracting the full
potential of your vehicle.
Additional Notes:
We highly suggest that you first REFLASH the calibration which is best matched for
the performance hardware installed on your vehicle. Some of the optimal logic will be
programmed to your ECU using the REFLASH option. From that point forward, we suggest
you use the REALTIME option for changing your ECU calibrations. This will be the
fastest way for your ECU to be programmed. You should only choose the REFLASH if the
calibration notes state that this is necessary for optimal performance of the
calibration or if that is the calibration you want to the vehicle to run if the ECU
is re-set or if the battery is disconnected then reconnected.
For use with a 2007 WRX MT running a turbo-back exhaust system. Additional
modifications such an underdrive pulley and panel filter are still within the
acceptable parameters of this calibration. YOU MUST USE FACTORY INTAKE SYSTEM, NO
AFTERMARKET INTAKES ARE CERTIFIED COMPATIBLE WITH THIS CALIBRATION. Developed for use
with Arizona, California, or Nevada 91 octane. If any knock is present even when
using ACN91 octane, try using octane booster. Keep in mind Subaru recommends 93
octane for even a STOCK STi.
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.
Measured Wheel Torque = blue, calculated wheel HP = red, measured relative pressure (boost) = green, grey = measured AFR
The above dyno graph demonstrates the fuel curve that should be measured from the
exhaust stream. The RPM reference can be found on the X-axis in pink numbers; the A/F
Ratio reference can be found on the Y-axis in black numbers. If your fuel curve is
not within +/- .4 A/F from this calibration, while running the Stage2 ACN91 MTv103
calibration on your 2007 WRX MT, then you may need to have the vehicle analyzed by a
professional tuning facility. Hardware such as intakes can skew the MAF sensor signal
and create a dangerously lean fuel curve. This calibration has been established to
run with the stock intake system only.
Measured Wheel Torque = blue, calculated wheel HP = red, measured relative pressure (boost) = green, grey = measured AFR
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.
The above dyno graph demonstrates the relative pressure (boost) curve that should be
measured from the intake manifold. The RPM reference can be found on the X-axis in
pink numbers; the Relative Pressure (Boost) reference can be found on the Y-axis in
green numbers. If your boost fuel curve is not within +/- .7 psi from this
calibration, while running the Stage2 ACN91 MTv103 calibration on your 2007 WRX MT,
then you may need to have the vehicle analyzed by a professional tuning facility.
Target peak boost pressure is ~15psi +/- 0.7psi depending on vehicle and conditions.
Boost will likely taper to ~10psi by 6700 RPM redline to increase reliability &
longevity. Boost cut at sea level is increased to ~17psi.
CEL Codes Defeated [WHEN USING AS REFLASH CALIBRATION]
revision):
P0137 - Rear O2 Sensor Circuit Low Voltage **
P0138 - Rear O2 Sensor Circuit High Voltage **
P0139 - Rear O2 Sensor Circuit Slow Response **
P0140 – O2 Sensor Circuit No Activity Detected (Bank 1
P0420 - Catalyst System Efficiency Below Threshold **
P2096 – Post Catalyst Fuel Trim System Too Lean Bank 1
P2097 - Post Catalyst Fuel Trim System Too Rich Bank 1
(** means new to latest
Sensor 2) **
**
**
* Graphs may not be those of the ACN91 maps. Generally speaking, the ACN91
calibrations have a richer fuel curve and the Primary Ignition map is less aggressive
to help compensate for the Arizona, California, or Nevada 91 octane fuel &
atmospheric conditions (i.e. less than ideal).
Copyright © 2007 Cobb Tuning, Inc. All Rights Reserved.