Changes

More commonly known as... wastegate duty cycle (though it.  ==== Factory ASW ====FIRST PASS, NEED MORE DATA TO CONFIRM: The way the wastegate duty cycle works is based on modeled turbocharger tables that calculate the turbine intake and exhaust flow factors. It's *impossible* to tune the reverse)wgdc on an ED tune without additional logging capability.  One possible way to tune the wgdc is to measure the following 4 variables:

==== Factory file ====<pre>The factory version fac_1_put_ad - first parameter for precontrol and adaptationfac_2_put_ad - second parameter for precontrol and adaptationfac_pow_put_ctl_opl - Open loop value of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this. PUT controlfac_pow_put_ctl_rgl - Regular value for PUT control</pre>

Boost pressure is along the topIn maestro, while the exhaust flow is along the sideaxes are labeled incorrectly. An easy way to think of it The X value is if you want to maintain the boost value in X*actually* <code>fac_2_put_ad</code>, and the exhaust matches the flow on the Y, Z value is how far opened the wastegate should be. Or - as exhaust flow increases, the wastegate should open more to account for that.Negative values will keep the wastegate closed, positive values will open the wastegate by that percentage*actually* <code>fac_1_put_ad</code>.

This is difficult to tune for because there's no way (today) to log Calculating the exhaust flow factory (y values). There's a lot of trial difference between <code>fac_pow_put_ctl_opl</code> and error involved. You can estimate <code>fac_pow_put_ctl_rgl</code> will tell you how far off your exhaust flow factor by finding the boost value and the boost actuator target setpoint, and then locating that cell in wgdc tableis from your actual wastegate control.

The two adjustable tables are preset at 87 octane appear to represent timing for 80(low) and 100 (high) octane, but these can be modified by the user. Setting the octane slider at its lowest setting to some number will force cause the ECU to utilize only perform a lookup against a (hidden to the Ignition timing, low octane user) table when determining timingwhich defines the interpolation factor used to determine basic ignition angle. Alternatively, moving The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider to its highest setting will force the ECU to utilize only the Ignition timing, high octane tableoperate in. Setting the slider anywhere in between the lowest and highest These two settings will allow the ECU to interpolate not impact the timing curve based on air mass and RPM utilizing the two timing tables. Maintaining the stock values of 87 and 100 provides plenty of adjustability for the user and most would recommend leaving these values aloneinterpolation.

WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the engine uses ignition timing fairly aggressively due to the lack of airmass (which is due to the lack of exhaust volume spinning the turbine) to power the vehicle. If you lower these values the car will feel sluggish at part throttle. If you increase these values the engine will knock. Only make changes to the last few columns of the tables. Once you get comfortable with tuning and are looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing, etc..) you may feel the need to increase or decrease values in some of the air mass columns in the 600-900 range. For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/on feeling. Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to reduce without also reducing overall timing by adjusting the slider. Use your datalogs to make adjustments as needed. If you are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing down at that RPM and air mass cellarea. It's best to make timing adjustments to both tables equally (or as equal as possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 from one and 0.75 from the other. If you feel like you need further reductions then pull more from the table that got the 0.375 reduction.

== Crackle =='''~*~*~*~* Flame 'n' Bang ~*~*~*~*''' You bang, bang, bang, bang, bang Then flame, flame, flame You bang, bang, bang, bang, bang It's not my thing, so let it go