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Christian.

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  1. I would not suggest this strategy, due to it leading to premature turbo failure. I would suggest running the engine like a well tuned N/A engine until it gets into boost, this means running it lean and with increased ignition advance. After all, the engine is operating just like an N/A engine that has some slight back-pressure (from the turbo). This is called footprinting, and this is something we are looking to implement on the next version of AccessTUNER Race. Take care, Christian.
  2. You must first choose the variables you want to log through CTRL+F after you have connected to the car for live tuning. Christian.
  3. The car cannot do above 186, so we saw no point. Most settings similar to what you are describing above work like this, Start at 1050 and stop after RPM has dropped below 1000; go up to 7000 and deactivate above 7200. Make sense? Christian.
  4. Here is a work around that will free up memory for you. Start with a totally stock calibration (CTRL+K), then only make the necessary changes. Let me know how that goes. Christian.
  5. You may have to use a combination of Base and Realtime files to achieve the tune. It really depends on what your are modifying. Although, I have been tuning for some time, and I very seldom run out of base table space, even on highly modified cars. I would focus on modifying tables and areas that are of actual benefit to the car and that the car actually uses. Not to say you are not, just offering advise to those tuning with our software. ...and you rock! because turbo wagons RULE. Take care, Christian.
  6. Go ahead and generate a base calibration using your software, transfer the .stb to the AP, then you can Reflash that to the vehicle and tune from there. Christian.
  7. You use your AP cable for live tuning with the StreetTUNER software. Christian.
  8. Agreed, the stock 1O2 sensor is a WBO2 that is run all of the time (most production cars are similar). Just make sure that you install your WBO2 sensor properly (MoTeC has a good write-up on this in their PLM Manual) and you should be able to run it all of the time. You can extend your sensor life if you remove it after the tuning is complete. Leaving the sensor in or removing it after tuning is complete comes down to personal preference IMO. Christian.
  9. You have to remember that the stock ECU is an ECU which was engineered for emissions regulations, street driving, etc. The stock ECU is not a motorsports ECU and your engine cannot easily handle the environment of serious racing, so we have to work within certain parameters. As far as how much boost, the best place to look for that information is to review our map notes which can be found from this link. Remember that vehicles will target certain boost levels because their intercooler system is capable of dissipating the heat generated by the turbo as to where the LGT intercooler is a compromised set-up IMO. As far as how much ignition advance...it all depends on how much engine load is being generated. Please take into account that the engine load calculations of the LGT are entirely different that the STi and that it is my opinion that the stock LGT load (fuel & ignition) calculations are a little off when trying to compare apples to oranges. Take care, Christian.
  10. I would suggest you run an EBCS that is a 3-port so you can use it in interrupt mode, something like the Prodrive EBCS. I have noticed that if you shift too quickly the ECU removes timing. I know of a very predominant tuner running a very high HP Subaru who insists that shifting slowly gives him the best ET. Whenever he tries to shift quickly the car slows down. Take care, Christian.
  11. Please give our tech. support team a call on Monday, 801-713-0035. We will be able to assist you from there. Christian.
  12. We have updated some or our technical documents and I wanted to make sure you know where on our forums this information can be downloaded from. Updated 04/17/2007 - The AccessTUNER Calibration & Tuning Guide for Subarus has been updated to v1.10 we have included some plumbing diagrams for various 2 and 3-port boost control solenoid valves. These diagrams should be very helpful when you are trying to figure out which vacuum lines go where http://www.cobbforums.com/forums/images/smilies/wink.gif The AccessTUNER Calibration & Tuning Guide Worksheet for Subarus has been updated to v1.29 and now includes some more information on various intake sizes and the Boost database, which includes factory restrictor pill measurements and wastegate pre-tension, has been updated. Take care, Christian.
  13. From what I can see the factory utilizes these tables to limit the amount of boost that is run in first gear...most likely some sort of transmission protection from 1st gear launches . This table is really only utilized on the STis, the factory does not use these two tables in any other model from what I can see. I know of some STi StreetTUNER users that set these values to work up to the top of 1st year (~28 MPH for them) and use a multiplier of 1.1-1.2. Take care, Christian.
  14. I don't know, I would have to test. I would suggest you follow the steps in the tuning guide to determine your new scaler value along with your other fuel injector table settings. Christian.
  15. That is the plan, although we have not had the time available for testing. I will try to make this a greater priority. You should be able to follow the tuning guide to establish the proper fuel injector table settings. Please let me know how that goes for you. How did you like the new tuning guide and worksheet? Take care, Christian.
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