RomRaider

Alrighty, who can tell me about this table? What changes does this table make and why.

The table shows: Engine RPM vs CL Modified Load Bugeye (ms)

This is one of the more important tables for determing the switch between closed loop and open loop. Supposedly, the value is a combination of calculated load and injector pulsewidth. Not sure how this translates to real load, but lowering the number will cause you to typically transition to open loop at lower load than before at that particular rpm. There are other tables for determing the switch, but this table as well as the TPS table, seem to have the most priority.

Thanks, man. How do you have yours set up? Just curious. BTW, your P0340 fix flaked out LOL! I got it again yesterday for the first time in weeks.

Yeah, I guess on certain critical CELs, the CEL is lit by the programming logic. I haven't seen any tables relating to the threshold of that sensor. Did you have a underdrive crank pulley or lightened crank pulley? Maybe that is causing your problem.

I've been experimenting with the values from the JDM STi v7. You'll also see these values on the euro STi and the JDM WRXs:

cl load:
5.00 5.00 5.06 5.25 5.25 5.06 5.38 4.75 4.25 3.19 (rest 0's)

cl tps:
8.63 8.63 9.41 12.94 16.47 19.22 21.96 16.47 15.29 11.37 (rest 0's)

I haven't had a chance to test these values. It drives well, though. I figure that since the Japanese don't have as strict as emissions, their closed loop settings should be optimal.

I was under the impression that on the 02's there wasn't much that could be done to improve (at least no like 04's which is day and night).

I'm currently working on my friends 02's and it would be great if you could give me some input. After changing the values do you notice a diffrence, would you reccomend it to other people? Thanks

I haven't driven it a whole lot since making these changes - I already had changed it before this time with some of crazymikie's suggestions. Right now, I'm just experimenting, seeing what happens. I also modified the delay to Cobb's 04 stg 2 specs. The delay A-D is the big mystery here as no one seems to know exactly what each parameter does. It was thought that the ECU would reference particular values to determine the delay and the higher the number, the longer the delay. But I saw recently that Cobb posted that changing the values to all zeros might actually increase the delay in some cases and that the delay values are specific to the particular model/yr. Cobb recommends that you use the delay values from the STi V7 in streettuner, yet this is different from what is in their stg 2 04+ maps.

Cobb doesn't modify any of the closed loop stuff for the 02-03s stg2. It isn't that big of a deal, but if you are modified, it would still be a good idea to hit open loop sooner. I don't like to be in closed loop when I pushing a noticeable boost.

I might also change the delay to the JDM wrx values (01/02 my) and experiment with that. That year's maps most closely resemble the parameters of the 02/03 wrxs.

Since you see so well informed about the 02's what would (If you can yet) reccomend to set the values to? The above meantioned? Thanks

I would start with the CL TPS and CL load tables and start by lowering the values at the higher non-zero rpm sites, starting at around 2400 or 2800 rpm. Maybe taper off to your lowest value at 3600 rpm. Make sure you are using the latest defintions on this site. Basically, you want to look at where your friend's car starts making a decent amount of load and start lowering the switchover values. You can see that after 3600 rpm, they are all zeros. On the stock car, by this rpm, you probably running a decent amount of load and throttle position where you would want to have a good chance to switch to open loop at that point. But in modified cars, you'll want the switch to happen sooner. How much sooner is up to you and your friend.

The JDM values sort of do a pyramid in their values, which is why I wanted to test it and see if it made any difference.

Excellent info! Thanks!

No problem. Another thing you can try that might be a bit simpler and more noticeable is to try zeroing out the 3200 and 3600 rpm values and leaving the rest the same.

Do you have the values from the JDM STi v7 handy? I think I'd like to give them a try, or at least use them as a base. OR is that what is listed above?

That is what is above. The delay values are in the Cobb ST guide. Also CL coolant temp is raised to 68 F. CL rpm is at 3100/3200.

Make sure you use the latest ecu_defs (5-23) as some of the closed loop defs were updated.

Bill (?),

Thanks. I'm going to see how these values work out. I'll post back on my observations. This should help me better understand these tables.

Todd

Cool! Thanks for the help. I've made the edits and will test it out tonight after work.

Log your engine load, A/F correction, and front o2 sensor AFR. When you are in open loop, A/F correction will always be zero (although it CAN have zero values in closed loop, but it is never a non-zero value in OL). Also, although the O2 sensor isn't accurate for AFR, you can get an idea of when you are going rich and that combined with watching A/F correction will give you an idea of when you have entered open loop.