RomRaider

How do I gain access to the Throttle Actuator Duty table. I'm opening an 07 STI ROM and don't see it anywhere.

Do I need to get some other software?

Trent

if you are using the latest ecu definitions, then the name of that table has changed to 'Requested Torque (Accelerator Pedal)' and new tables added (in debug mode) 'Target Throttle Plate Position (Requested Torque)' are tables you would also want to look into for tuning an 07 usdm sti.

So it is. Thank you!! So it's referencing "requested torque" instead of % throttle plate opening.

The axes in ImprezaRSX's jpg file are completely off then. He's showing :
Throttle Actuator Duty vs. Throttle Plate opening. I know it was early days then. (His post is on page 4 of this thread)

So the 07 STI hesitation issue is really about the "Throttle Plate Position" map not "requesting" enough torque at certain throttle plate positions? Or is it the pedal angle, or both?

I'm try to tune on my own while gabe is working on the new sTage 0 and 1.

So was there any truth to the MAF voltage clamp at 4.5 volts or was that a red herring. Please explain, if possible.

The 'Requested Torque (Accelerator Pedal)' map determines the requested torque value based on the accelerator pedal position and engine speed. This value is used as an input (along with engine speed) to the 'Target Throttle Plate Position (Requested Torque)' table to determine the throttle plate target. So, both tables need to be tuned and considered together due to this relationship. Note, that the target throttle plate tables(s) are in debug mode. This is indicated by their red font. You'll need to go to your RomRaider settings and make sure the option 'save changes to tables in debug mode' is selected, otherwise the changes won't save. Also, be aware that not everything is known about the electronic throttle control and it is a very complex system, so you should use extreme caution when modifying these tables.

I've never seen any evidence of MAFv limitation.

I'll be careful. Thanks again.

yeah, the 4.5v thing was just a coincidence. There was no actual limit.
It just happened that my initial WGDC was too low and with reduced turbo dynamics (due to a solenoid upgrade) it wouldn't raise the WGDC fast enough during a quick pull.

My jpg was of a different tuning system. So the names were different, but the axes were the same.

If you experience the low speed, med rpm jerkiness, try using part of the 06 sti table. Be sure to change the values on the X axis. That's the key.

Here is some more information on the 07 STI that I have gleaned about Advance table B.

Upon reset of the ECU, the ECU will add in Advance B values to current Learned Advance. I have seen it do it when IAM is .5 and when it is 1.0. After IAM settles, it seems to stop doing this. I have seen several protunes where tuners are just copying the same advance tables into A, B, C and D. This is not a good idea.

I am unsure of the prupose of it (perhaps to prefill the FLKC table), but the net result is the same. After a reflash, if your tune is close to the edge and you have some values in Advance B, your FLKC table may fill up with some negatives at first. No worries. Just watch it carefully and the FLKC should clear out within a few more pulls as long as the knock signal doesn't get set.

I still have no idea what advance A does or if it is ever used.

Also, I have found that you can effectively use the same values in Advance C and Advance D. If you add up the total cruise timing and the total accel timing then subtract them, you will see that cruise only differes below 3200 RPM IIRC. I have found that using these stock offsets in the basemaps instead of the advance maps works just fine. I also use ~5* less timing above 1.6 load in the cruise portion. It seems to stave off stab throttle knock using modified ETC settings.

Also, from extensive testing (even with the infamous Chicago gas), the MAF scaling is wrong. The EU scaling is more centered, but still leans out just a tad over time. On chicago gas, the EU maf scale leans out a tad on some and enrichens on others.

Gabe

That follows the code -> Timing advance c/d are your primary maps that should be tuned. Timing advance A relies on 4 multipliers to determine whether or not it is added to c/d (or what portion is). Most of the logs you sent me a while back indicated that at least one of those multipliers was 0 at any given time, therefore taking A out of the equation as far as we know. B uses the same multiplier as the boost/wg/fuel tables (map ratio primary in logger defs), and is added to the a/c/d quantity.

So, it would seem, to avoid any surprises, it would be a good idea to clear the timing advance a and b tables.

I have not tried leaving them 0'd. I just used low values. I am going to see if this has any negative effect in leaving them 0 on my next flash.

Try monitoring the primary map ratio when B is in play and when its not. If it changes, then you're also switching between the different boost/fuel/wg maps.

Ok I will. Those maps are set the same so it should make no difference however.

I still wonder what the purpose of this map switching is. My best guess is so that the stock mapped ROM can settle on an IAM value that is best for the engine. However, you can trick the stock map even on 91 octane to bounce up to an IAM of 1 and stick (by doing several WOT pulls in a row from 2-4.2K, then letting off; Stock DA in this area is around 6*). They do it at the dealerships on PDI. I have seen 5 degrees repeatedly pulled on my car and worse on other's cars on the stock mapping without IAM budging or the FLKC table filling with values. Having 6* DA in the C and D advance caused the FLKC table to catch just about every recurrent knock event in any RPM/Load range and fill up with values (which is good).

Gabe

this wonderful feature caught me by surprise last week.
I saw a positive knock correction of +18 degrees. Pulling 35 degrees of timing at redline. My advance table is at +12 at that portion of the map (i run alky). So the multiplier must have been around .5 for advance B.

On a slightly different note, I was looking at the Engine Load Compensation map under the MAF tab. I compared it to the 06 map and it was quite different. You'll see that under high vacuum around 2800 to 3200 rpm the value is Neg 3.1. When I zeroed this out it helped to minimize oscillations and that 8, 10 OL/CL problem I was experiencing. I'm running a 3" MAF housing and I think the load was so low there, that combined with the load reduction per that map, it was putting the car into OL or decel cut while driving.

I use the 07 EU STI values for that table which keeps it in closed loop.

Gabe

I am going to write an 07 STI tuning guide and post it up. The 07 STI has many "gotchas" and I have been asked multiple questions regarding tuning it correctly. I have also had several top tuners in the country send me ROMs of 07 STIs that were tuned and blew up. You cannot just adjust timing, fuel and boost; there are many things that need changed for a good solid tune. Although most of the info is in this post, I am going to make a writeup that captures it all.

Gabe

much gracias, this will be a big help to many.