OK

For ECU ID 39780007

Add the following to your XML:

<table name="CVT TorqueLimitByPass1 Set All to FF" category="Limits" address="ab1e" type="2D" level="1" scaling="Hex8">
<table name="X" address="b23a" type="X Axis" elements="11" scaling="RPM"/>
</table>

<table name="CVT TorqueLimitBypass2 Set Inc 102->0" category="Limits" address="2368" type="2D" level="1" scaling="uint16">
<table name="X" address="b11e" type="Static X Axis" elements="1" scaling="RPM"/>
</table>

Then for the first map set all to FF, 2nd Map set to zero.  I think from memory you only need to do one of these two.  If adventurous set one and test (and let me know), or just set both.

Enjoy!

The post CVT Torque Protection Override Z27A Colt Ralliart appeared first on Turbo Colt.

A while back i wrote up about tuning with the 400 load patch here and here.  I didnt however release the XML for Australian delivered Ralliart Colts – primarily because I wanted to tidy up the XML.  Recently I’ve come to realise I probably won’t get to tidying up the XML like I had planned due to life, family, work etc so instead, here it is.

DOWNLOAD HERE

Huge thank you to Antti for writing the orginal 400 load patch for JDM Z27AG’s. I based the 400 load patch for AUDM on his work.    Also thanks to the early rcolt XML developers – Matt and Merlin.

This updated XML should be used in place of the original Rcolt.com XML (either 39670016_RColt_merlin-2.xml or 39670016_RColt_merlin-3.xml). Copy the new xml file into your XML directory (usually C:\Program Files (x86)\OpenECU\EcuFlash\rommetadata\mitsubishi\rcolt) and delete the old 39670016_RColt xml file.

To apply the 400 load patch you need to change the following values, to the new value:

Or alternatively you can download a ROM with this applied here – dont forget to modify your immobiliser code and make any other necessary changes.  Use EcuFlash’s compare rom’s option (under File) to compare this one, to your car’s ROM, and then review differences.  Do not use this example ROM for ignition, fuel, boost etc maps – unless you review, understand them and then adjust.  If you want to use reactive boost system check out the Turbo section of this example ROM, configured for 3 port boost solenoid.

So in summary to get 400 load working:

1. Copy across the new XML, and remove the old 39670016 XML
2. Change the data as instructed in the Load400 patch section (compare to the 400 load ROM to make sure you got it right, ignoring other the maps)
3. Modify the MUT table for 2 byte load logging (see http://turbocolt.com/colt-ralliart-2-byte-load/)
4. Set up your data logging to read the new 2 byte load variable (see 3)
5. Tune it

Apologies for the briefness of this post – I wanted to get it out asap, if i keep waiting for perfect, i’ll never release it!  Also note – this XML has a few corrected tables (naming, axis locations) and new tables.   Use at your own risk, and if you find out something new, or something I have in error please let me know and i’ll correct for the betterment of the colt scene.

Thanks!

The post AUDM Z27A Mitsubishi Colt Ralliart Updated XML including 400 load patch appeared first on Turbo Colt.

https://www.dropbox.com/s/nqlyvc2lurpxn1k/38350016_Colt_Ralliart_Version-R_JDM_2007.zip?dl=0

The 400 load blog posts on this site apply to the above XML too.  If you’re after a base file to start from, heres one with the 400 load patch applied, and the MUT table adjsuted to enable the required 2 byte load logging:

https://www.dropbox.com/s/qfaombe6vn1gkik/Stock%20Map-2%20Pot%20400L.bin?dl=0

Note this is for the Manual JDM Rcolts only – do not flash this onto a CVT one (unless you’ve converted it to manual), or an AUDM Rcolt.

If you’re after the 400 load patch and XML for Australian Mitsubishi Colt Ralliarts, I’ve ported Antti’s work to AUDM, and added it into my extended XML for Aussie Rcolts. I’ll do a post/share that when I get time.

Apologies for the brievity, hope this helps & good luck!

The post JDM Z27AG Mitsubishi Colt Ralliart Version R 400 Load Patch XML appeared first on Turbo Colt.

The engine measures boost via a Mitsubishi concept of Ecuload, with a value between 0 – 200.  By default the Ecuload logging only goes up to 160, despite the ecu being able to see up to 200 ecuload.  How much boost is this? The following table is a rough guide (credit Merlin, Evo X tuning guide):

Boost vs EcuLoad

So the Rcolt Ecu can only see up to 200 load (about 17-18 psi depending on mods).  This means any map in the rcolt ecu that goes past 200 load will not be used by the ecu, instead it will use the 200 load column (fuel, ignition, mivec etc).  As ecuload is also a measure of the amount of air the engine is receiving, it also means as you go over the 200 load figure to say 220 load, the ecu is seeing and fuelling only to 200 load worth of air. This will cause the ecu to run leaner than the targeted AFR ration in the fuel maps, potentially catastrophically leaner depending on your boost level and richness of target AFR.

Another negative of the 200 ecuload limit is that the boost control system starts to not function properly as you approach and exceed 200 load. You might dangerously overboosting at 250 ecuload, but as the ecu only sees 200 load, it does not react to the overboost condition, potentially causing problems.

Fueling

With 400 load patch applied, the ECU will be more able to hit the target AFR ratio. A highly tuned Rcolt’s fuel map without 400 load patch might have a number of seemingly very rich AFR ratios in its fuel map like the example below:

With 400 load patch this over fueling compensation is not needed, and you can target closer to what you actually want to hit.  Example below:

Boost Control

With 400 load patch applied we can turn back on the factory ECU’s reactive boost. This is both a safety mechanism to stop over boost, but also a way to achieve faster spool when the ecu is not hitting the target boost you are wanting.

Turning on Reactive boost with 3 port boost solenoid

The following shows the configuration to set up reactive boost on a 3 port boost solenoid system:

WGDC and Boost Target Engine Load

The two WGDC tables define the wastegate duty cycle values for 1^st and 2^nd gear, and then 3^rd thru to 5^th gear.  With reactive boost, these tables set the initial wastegate duty cycle (WGDC). The ecu then compares the current ecuload figure against the equivalent Boost Target Engine Load table value (again 2 maps for the gears) plus the ‘Boost Offset’ value.

For example. We are in 2^nd gear, at 4,000 rpms and full throttle.  The WGDC map 1 (for 1^st and 2^nd gear) sets WGDC to 43.5%:

Lets say the car hits 160 ecuload.  The ecu then gets the corresponding value from Boost Target Engine Load #1:

In this case, 140.  It then adds this to the Boost offset value, to arrive at the final target load we are wanting to hit.  With a boost offset of 75, it means the ecu wants to hit 140 + 75 = 215 ecuload, much more than our current 160 ecuload.  The ecu will then modify the WGDC being used based on the reactive boost tables mentioned earlier (Reactive Solenoid Max Total upward WGDC correction tables etc).  So WGDC is increased, and the car’s boost & ecu load starts to raise. It continues to try and hit the target, adding (or subtracting) constantly during operation.  With this example we would see the car start to spool up faster than it would have otherwise.

The other benefit is over boost protection.  Lets say we are hitting 250 load, but the target ecu load + boost offset = 215.  WGDC would be reduced to try and rein in boost until it hit the target, providing a safety need. This safety net is particularly useful on the track, or on the dyno when a slower ramp up rate is being used.

Logging

To load an ecu with the 400 load patch you need to apply the MUT 2 Byte Ecuload patch.  This is done by changing the first two values in the MUT table to :

Then use your regular logging method (Tactrix or Evoscan, see turbocolt.com on how to set this up), with MUT 2 Byte Load logging enabled.

Other Random Notes

Launch Control

Example:

1^st & 2^nd Gear Throttle Limiter

Stock ecu limits throttle in 1^st and 2^nd gear, making 1^st gear easier to launch, but inhibiting 2^nd gear acceleration. This can be turned off by changing the table from stock settings to 100%:

Disabling Cat Warmup

The negative timing, and the leaner fuel serve to help the cat reach operating temperature faster. Set to 0, and 14.7 to achieve a smoother cold driving experience.

Disabling Immobiliser

Setting bit.03 to 0x0 disables the immobilizer check before starting:

Disabling 2^nd O2 Sensor

As above but set bit.01 to 0x0

Pops and Bangs

See turbocolt.com on how to set this up.  People want it, but its all a bit silly (and not as effective as modern pops and bangs or burble tunes).

Logging

See turbocolt.com for guide on Evoscan or Tactrix Logging. Also check out the bit about 200 load logging, to ensure you are capturing the newly patched 400 ecuload limit

Example Changes to Non 400 load tuned ROM:

Fuel Maps:

No longer need to target super rich AFR’s to try and compensate for ECU getting fueling wrong. Assuming injectors & MAF is dialed in nicely can set the fuel map to hit what you actually want to hit:

High Octane Fuel Map, before, unpatched:

After, patched:

Spark Maps:

Build up the ignition more progressively. Log knocksum and adjust ignition maps appropriately.

Tuned Hi Octane Spark Map 1, Mivec Max – map before:

Tuned map, after (note if tracking probably want to take more timing out):

Note – that is just an example, often timing ends up lower than this. To find the right timing, a combination of knocksum & traditional dyno tuning techniques should be combined. On boost, any regular repeatable knocksum value should be reduced to zero by decreasing timing until it does not occur anymore.

The above map will be used when MIVEC advance hits its maximum value.  The other hi octane maps are for MIVEC at minimum, or at target and should be adjusted similarly.

Comparing Changes in the Base to what you had before

Load up both srf files in Ecuflash, go file->compare Roms. This will highlight all maps with a change.

Summary of changes made – 400 load, timing map changes (log knocksum to see if safe), stationary launch enabled, cat warmup stuff removed (smoother cold driving), dual boost maps back on (wgdc 1 and 2), reactive boost back on (faster spool, overboost protection), more mivec (trial it maybe you like the old map), modified wastegate/boost maps for faster spool (will need tweaking, could be too much or too little – change both WGDC maps AND boost target load maps), Mut 2 byte load mod (enables proper ecuload logging).

The post Mitsubishi Colt Ralliart 400 Load Patch – AUDM JDM Rcolt Z27AG appeared first on Turbo Colt.

A reprint from Law’s DIY Blog

The following writeup was taken from a now deleted blog 'Laws DIY Adventures', detailing how to work with the reactive boost system on Mitsubishi Colt Ralliart and CZT models.  Law - if you come across this and mind my reprint please reach out. Have added to here so I don't lose it and I think it's a great help to many others. Here it is in it's unedited original form:

Righteo, for the last few years I’ve been mainly covering minor suspension modifications but its finally time to start on increasing power output. First on the list is boost tuning, there’s a huge amount of information on this topic for Evo’s of all generations and Lancer Ralliarts but for the Ralliart colt…. There isn’t much at all. So I figured I’ll put together something for my own reference and for anyone that wants to give it a go.

Disclaimer: I am not a tuner, I don’t claim to be. I don’t have an engineering background of any sort. I’m just a keen individual interested in DIY who seeks to better understand things. With that said, I wont be responsible for any damage what soever caused by following this guide.

Items you need before getting started

• Tactrix Openport 2.0 (No reflash adaptors needed).
• ECUFlash.
• Evoscan
• Ralliart Colt AUS ECU definitions.
• 3Port solenoid of your choosing (A GM 3 port has been used for this guide, but it will be almost the same for any others e.g. Grimmspeed, Tactrix, Perrin, Cobb, MAC … )
• Boost Gauge (Again essential but if you dont have it, follow below warnings).
• Wideband (Quite essential but if you dont have it, follow below warnings).

Software Setup

1. Purchase Evoscan (its a small cost and a great tool which will become invaluable during tuning).
2. Download megalogviewerHD, great tool to aid in visualization of logged data.

2. Now you need to install a 3 port in the following configuration. You can choose to keep 1 restrictor pill on the compressor > Solenoid line if you wish however keep in mind the addition of a restrictor pill will change the WGDC settings later on. The 3port has been setup in a Interrupt configuration where the wastegate sees no pressure unless the ECU says so. NOTE: Please check the manual on the solenoid you are using to determine what each port does.

What tables are involved (That I know of)

Now that you have completed the above (from a hardware and software perspective you are all good to go). Before starting however, I would strongly recommend spending some time reading up on Merlins Evo X Tuning guide (Evo VII/VIII) one is okay as well. Just to give yourself some background and understanding.

Disclaimer 2: The following focuses purely on the aspects of how to tune boost, you must take into consideration other factors such as ignition timing, AFR’s, MIVEC, Limiters etc etc. It would be extremely unwise to just alter the following boost maps without consideration of any of the above.

Tables that you need to be aware of are shown below with brief explanations. Note table names are taking from the Merlin definitions so may not be 100% correct.

Setup tables

You should only really need to set these up once at the beginning and once at the end, unless you run into issues or would like to fine tune things further.

Descriptions below from left to right.

WGDC MAX vs Coolant temp

This table seems to have a direct impact to WGDC when modified, however I dont believe it has been labelled correctly in regards to coolant temp. Would need someone more cluey and in tune with the dev side of things to look further into this. Advice is to leave it alone and tune within the stock parameters.

Boost Limit

Pretty self explanatory, the load limits allowed at each RPM interval. Exceed this figure in combination with the Boost cut delay timer and you will hit limp mode. This is a key safety table and should be adjusted accordingly.

Boost Crossover RPM/MPH # 2 and #3

Used to control at which point the maps switch from Boost Target Engine Load Low/High and WGDC 1 and 2. Best left alone, there is no need to change this.

Boost Cut Delay Timer

The amount of time in ms before boost cut is enforced.

Correction Tables

Once the above is setup, the next lot of tables to look at are the correction tables. These tables will actively add/subtract WGDC based on error %’s and TPS to try match the prescribed boost load targets.

Descriptions from left to right (top down)

Reactive Solenoid Max Total Upward WGDC Correction vs TPS

Max WGDC upward corrections based on TPS%

WGDC Correction Interval

Defines what interval the ECU will sample boost at for active corrections.

WGDC Max Total Downward Correction

Defines the max allowable downward WGDC correction.

Reactive Solenoid Turbo Boost Error Correction

The key correction table which dynamically adjusts load based on error %.

Target Loads and WGDC Tables

These set of tables directly control the boost targets you are trying to reach and the WGDC settings required to get there.

Boost Target Loads, WGDC and Boost offset

Boost Target Engine Load #1 LOW

3D table used in conjunction with Boost offset to determine target load in the lower gears as defined by the crossover maps.

WGDC #1

3D table used in conjunction with the Boost target engine load #1 table to control boost in the lower gears as defined by the crossover maps.

Boost Target Engine Load #2 HIGH 

3D table used in conjunction with Boost offset to determine target load in the higher gears as defined by the crossover maps.

WGDC #2

3D table used in conjunction with the Boost target engine load #2 table to control boost in the higher gears as defined by the crossover maps.
That is it for this post, aim was to simply go over the setup items and familiarise yourself with how ECU boost control works, the next post will cover the actual tuning.

—-

After going through the previous post, we should be in a position where everything is set-up and ready to go, Moving on to tuning.

Now that we hopefully understand all the tables involved we can start tune our boost. This section will only cover the base settings and strategy needed to get you going. I wont be including any finalised maps as each car is different and even the slightest differences in modifications will affect boost control dramatically.

Disclaimer: I am not a tuner, I don’t claim to be. I don’t have an engineering background of any sort. I’m just a keen individual interested in DIY who seeks to better understand things. With that said, I wont be responsible for any damage what soever caused by following this guide.

Where do I put in the PSI I want to hit?

There is no such thing, the boost control and entire ECU on the colt reads in LOAD. Merlin has put together a rough table on what load corresponds to what PSI for an Evo. Do not follow this blindly to set target loads, I have found through my own testing though that 160-180 loads roughly line up to the ranges shown in the table but this is not concrete.

Disclaimer: A few things to consider before we get into it.

• Never set WGDC to more than 40% on either table #1 or #2 when starting to tune (with or without a pill, this is a safe number to start on and will ensure you have yourself a safe baseline to work from.
• As the stock turbo is tiny, WGDC changes in the 2000-2500rpm are especially sensitive. Take extra precaution when adjusting WGDC in these areas as they are normally the key cells which trigger overboost and boost cuts.
• Ensure you remember that Target loads + Boost offset determines the final load you are trying to hit. e.g. 150 target load + 20 offset = 170 final target load*.
• Ensure the Boost limit has been raised accordingly prior to tuning, aka if we are trying to target 15psi which is very roughly ~170ish load, hence Boost limit should be raised to 190 as a start incase of overboost.
• Never lean out AFR’s without a Wideband and especially not during boost tuning. You will find that the stock AFR’s are fairly rich from stock and dip into the 10’s on higher loads, this will be fine for establishing a baseline boost curve. HOWEVER , if during runs knock is detected. Ensure the culprit cells are checked and consider the AFR as well as ignition timing before continuing.
• Always always watch for knock, the stock map is knock prone across the whole spectrum. For the purposes of this guide we are especially interested in knocks above 100 load which we consider to be the transition into positive boost pressure. Any knocks found whilst on boost should be treated seriously especially if it is repeatable.
• I follow the rule in which any knocks greater than 3 AND repeatable must be taken care of. Sporadic 1 or 2 counts are fine by my standards but any successive repeatable chain knocks must be addressed.

Boost tuning strategy

Step 1 – Setting a baseline.

Baseline settings (only shown for low maps, do the same for high)

Step 2 – Do a few runs and log the results.

Step 3 – Stepping up WGDC slowly to reach our desired loads.

A few runs in, look at the WHITE lines in the middle and bottom charts.
NOTE: this run is done in 2nd gear, same concept applies for higher gears.

Step 4 – Repeating above for both high and low gears

Step 5 – Switch reactive corrections back on

Corrections back on but at a reduced setting.

Step 5 – Fine tuning post corrections

Finished boost curve with corrections on.

Wrap up and things to consider

End of Copy/Paste. Thank you Law!

The post Colt Boost Tuning 101 – Reprint from Law’s DIY Blog appeared first on Turbo Colt.

Sounds like a bad idea? It probably is, but it its a neat party trick. As with everything on this site, do it at your own risk!!

Step 1 – Delay fuel cut

For the above method to work you need to delay how long it is before the ECU cuts fuel on throttle lift off.  To do this you will probably need to add the following new table into your Ralliart Colt’s XML:

Once added, you should be able to set this to something longer than stock, such as this:

Note the default is 500ms. If you have a value other than this after defining the table, it’s probably in a different location in your ROM and you’ll need someone to disassemble it to find it (leave a comment if you need help).

Step 2- Retard the Ignition

Now we want to run a lot of negative timing.  The example below produced quite a bit of pops and bangs and we ended up having to reduce the overall number of -15 degrees cells.  The car in question had a straight thru exhaust, which really helps these settings work.  On cars with catalytic converters, the settings below might not be as extreme:

Now the thing to focus on here is the pattern of -15’s. Don’t copy this ignition map, it probably wont suit your car.  The idea is to set a similar region of -15’s in all your ignition maps, at light throttle, and above a certain rev range.  The lower the revs and the greater the throttle range you do it for, the more it will do it.

Step 3 – Add more fuel

In the same or similar areas of the map that you set -15’s for in the ignition maps, we want to run more fuel than normal.  Set 10’s where you want to encourage pops.  Here’s an example but note this one doesn’t exactly match the ignition map changes – I was concerned about washing the bores in petrol unnecessarily so went a little tentative:

Step 4 – Flash and Revise

Flash it on and test it out. It won’t give your Ralliart Colt  pops and bangs all the time, but it will make it a lot more likely.  To test it out play with lifting off throttle, when your car hits the -15 & 10:1 cells you set.  In this example, to test I would accelerate in 2nd or 3rd, then back off leaving revs 3500 or above.  Then back on & off throttle again. It should be enough to make it happen.  Best results are experienced when doing a hills run when you’re on/off throttle a lot, and at higher revs than just cruising.

Let me know if you find a more effective way to do it in the comments! Thanks.

The post Ralliart Colt Z27AG Pops and Bangs appeared first on Turbo Colt.

Boost vs EcuLoad

For colts, I’ve found 160 load to equate to around 13-15psi.  But most of us are running higher? How can we reliably tune the car when ECU Load stops reporting load past 14psi? The answer is 2 byte load.

Colt Ralliart 2 Byte Load

Evoscan (and Tactrix SD card) logging can handle something called 2 byte load but to do that some changes are needed to your MUT table, and also your logging configuration. Before we get into that, some more background.
ECU Load is only 1 byte load. To log it, only one MUT request is required.  It maxes out at 159.375.  2 Byte load requires two MUT requests, one after the other, to retrieve the ECU’s internal master load value, which peaks at 200 load.  The two requests for 2 byte load can cause some rare strange results but more on that later.  For the most part, it is reliable and enables you to log up to 17-19 psi.  This sounds good but how does this impact on tuning?

Impact of tuning with only 1 byte load

If you tune a Colt Ralliart with only 1 byte load, maxing out at 159.375, then your ignition maps at 160 load, will end up being tuned to what doesn’t cause knock at your maximum boost.  Peak power might be the same, but when your car is actually producing 160 load, its ignition will be set as though it was producing 200 load and be too retarded, resulting in less power at that point.  It’s tricky to explain but a few graphs might help:

ECU Load 1 Byte tuning session:

ECULoad Logging

Based on this, a tuner would look to reduce timing at 160 load, rpms 3500 through to 6000.  They should also reduce timing in 180-260 load range based on this data.  Lets check out the 2 byte load version of the same logging session:

ECU Load 2 Byte version of same tuning session:

Based on this, a tuner would look to reduce timing at 200 load, rpms 4000-6000 (note the reduced range to before).  As with above, other cells would be adjusted too.  The key take away is that the tuner using 160 load max would be seeing a very different picture of when the car was knocking to the tuner using 2 byte load.

The different picture would result in a different, and inferior tune.   Peak power would be the same, but power at less boost than peak would be compromised.

OK so it’s important – how do I log it?

You’ll need to do two things. First you’ll need to modify your MUT table and then flash the changed ROM to your car’s ECU.

Colt Ralliart 2 Byte Load For AUDM and most JDM rcolts:

Set MUT00 to 0x804E90 and MUT01 to 0x804E91:

Save the changes then flash this onto your car.  Now you need to modify your logging setup.  If you’re using Evoscan check the option :

Then when in Live Logging, ensure the Load dropdown is changed to Load MUT 2 Byte Load:

Tactrix SD Card loggers need to edit their logcfg.txt to include the following two lines:

paramname=Load2Byte1Raw
paramid=0x00
scalingrpn=x,256,*
isvisible=0

paramname=Load2Byte2Raw
paramid=0x01
isvisible=0

paramname=LoadMUT2Byte
scalingrpn=Load2Byte1Raw,Load2Byte2Raw,+,0.3125,*

So that’s Colt Ralliart 2 Byte Load. Give it a crack and let me know how it goes. Hopefully this helps you, or your tuner, get your rcolt tuned as best as it can be.

Oh one more thing – in the Evoscan log used above you might have noticed there’s a data point past 200 load – 240 load @ 5500rpms. What’s that about?

As the 2 byte method needs to make two memory requests, it is possible that in the time between the two requests that the memory location gets over written.  So we have half of 1 byte of information read, then both bytes are changed, then we read the 2nd byte.  The result is an erroneous ECU load result, that should be ignored.

The post Colt Ralliart 2 Byte Load appeared first on Turbo Colt.

Rewind a little, to when I first started tuning and adjusting my Ralliart Colt.  One thing I quickly learnt was that if you floored it in 1st, and did a fast high revving change into 2nd, there was a very real risk of over-rev, that then often resulted in a missed shift – grinding synchros etc.  After a while you get used to it and drive to get around it, but it never stopped being annoying and the risk never truly went away. Those that have blown a synchro know exactly what I mean.

How to make this throttle move faster? The traditional approach to a faster throttle with the Ralliart Colts or Colt Version R’s is to modify the throttle map.  However, I never found this made any significant difference to the speed the electronic throttle was being opened or closed.  Different but still not fast enough- if only we had a cable throttle!

Fast forward to the next Collingrove Hillclimb event. I was determined to have better control of boost and throttle.  I changed the throttle map, and also modified the Wastegate Duty Cycle (WGDC) maps to try and get more linear, controllable boost.  I was faster, but frustratingly, the car still really struggled in the tight twisty corners of the hillclimb.

Around this time, another rcolt.com forum member, AST, was experiencing a similar problem with his JDM import Colt Version R on E85 at the race track.

The following radical suggestion was made by member Rcus – try disconnecting the top clutch sensor and see if the problem persists.  So we both did..

It made an amazing difference to the speed of the throttle response.  At first, it felt too fast, if such a thing is possible. The over-rev on 1st to 2nd gear changes was completely gone.  Wheelspin was now easier to control with the right foot.  Amazing! It was like one of the biggest negatives of the rcolt was removed, and so easily.

So why’s it work? Imagine doing a hill start. You need the revs to rise as quickly as possible whilst you let go of the hand brake and slip the clutch.  The fastest throttle possible is needed in this situation.  OK – what about when driving in motion? Imagine driving in 1st or 2nd and hitting a bump. Your foot lurches forward and if it wasn’t for a slower throttle, your driving experience would be rather jerky and uncontrolled.  It’s this effect that I suspect had Mitsubishi apply a smoothing effect on any throttle movements.  Lets face it the average driver doesn’t need or want lightning throttle.  But for that hill start, all drivers need fast throttle!

So try it – disconnect the top clutch sensor and see what you think.  I’d advise logging the car after doing this though – as your car is more likely to find itself into throttle/load situations it didn’t find itself before. Also if you have a throttle controller already – don’t do this without removing the throttle controller first.

Note there are two sensors connected to the clutch pedal.  The side one detects whether the clutch is completely pressed in, and is used for the clutch in to start requirement (also frustrating).  The other sensor is at the top, and is easily disconnected.

Thanks to Rcus for suggesting this mod on rcolt.com, and if you try the Ralliart Colt Fast Throttle Mod, let me know how it goes!  If you’d like to see footage of my Collingrove Hillclimb runs, my fastest (to date) footage is here Youtube – Collingrove Hillclimb Ralliart Colt

The original thread on rcolt.com is located here

The post Ralliart Colt Fast Throttle Mod appeared first on Turbo Colt.

The best way to do this that I’ve found is to graph knocksum with Evoscan.

This is how you do it:

1. Buy Evoscan from here.  They’re a small company, so go on do the right thing and pay the small fee

2. Download & Install it

3. Load it. You should see the following screen. Click the Graph / Logs button:

4. This will load the graphing screen (below). Note you can also do live logging from this screen. Anyway, lets set it up to read your Tactrix CSV log.

1. Set Data Values to Maximum
2. Set Load to ECULoad.  If you have logged 2-byte load (if you don’t know what this is, then you haven’t) select ‘Load MUT 2 Byte’, or Auto.
3. Use Load #1 Log button to load your CSV
4. Select ‘Knock Sum’
5. Your Max Knocksum graph should now be displayed

5.  By default evoscan will be displaying an ignition map from an Evo and axis’ from an Evo. You may find that this squashes up your knocksum data and you’re not getting quite the detail you were after.  To fix this, right click on the ignition map area, and select load ROM. Navigate to your car’s current ROM and load it. The axis will be redrawn using your ROM’s axis, and the correct ignition information will be displayed.  This is particularly important if you are adjusting the ROM based on the Evoscan graph.

Ok so now you have nice graph that looks something like the images below. Now what? What’s good? Whats bad? This is as subject of another (long) post. But to help, I’ll describe what I see in two example knocksum graphs.

Graphing Knocksum with Evoscan example 1:

Anything above 4.0 and >140 load I generally consider concerning. Where that 9.0 is, I would check out how many other knocksums were registered at this point in the graph (either by hovering over the cell, or by loading in Excel).  If it is clear that this is a troublesome area, and most are 9.0’s then I’d look at the main ignition map and consider taking one or two points off the ignition at that point. Note though, that the ignition at any point rarely fits exactly in the axis points, its usually slightly between two, or four other cells.. So consider if the ignition settings in the cells around areas of knocksum had any effect on the ignition used by the engine when it was knocking.  I tune my Ralliart Colt for zero knocksum at 140 load and above.

The 3’s and 2’s at 3000rpms, aren’t significant and could just be caused by bad driving. I’d watch here on other logs and if there was a trend, i’d consider a small ignition change, perhaps in the two cells that have 3’s, then flash, and log it some more to see its impact.

Remember if you tune down your ignition your car will go slower, so adjust carefully and over time. This will help ensure that you’re not reducing your performance unnecessarily.

Graphing Knocksum with Evoscan example 2:

This log doesn’t show too much. The car wasn’t boosting high at all, but there are quite a few 5’s.  If the entries at these points are consistently showing 5’s I’d look to make a small ignition change in this area (-1) and see if it improves knocksum in future logs.

Anyway please see this as just a soft intro intro the concept of knocksum tuning.  Don’t apply it without more reading (find one of the Merlin’s Guides for Evos). I’ll write much more on ignition tuning in a future post.

Comments, questions on Graphing Knocksum with Evoscan or on ignition adjustments? Hit me up below or find me on Rcolt.com, or the Rcolt.com Facebook Group.

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