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.

This is just a rough guide, don’t take my estimates that seriously just vague ball parks. All kW figures are at front wheels on roller dyno.

Stage 0

~90-95kW

Stage 0.5

95-100kW
K&N Panel Filter
Boost Pill out
Tune

Stage 1

110-124kW (depending on boost/risk profile)
K&N Panel Filter
3 port boost solenoid (grimspeed evo X unit is easiest)
Evo MR Metal Bov
Fuel Pump (walbro 255 or similar)
Tune

Stage 1.5

115-128kW (depending on boost/risk profile)
As above but cat back exhaust

Stage 2

130-140kW
As above but turbo back exhaust
Front mount intercooler (Todd Munkman kits fit awesome)

Stage 2+ extras:

kW as above but more likely on higher end – any of:
Injectors (WRX 440s or larger)
Exhaust manifold
Upgraded Wastegate Actuator

Stage 3

140-180kW depending on type of turbo
As above but
Alternate turbo
Easiest is stock frame turbo Like Kinugawa Hybrid turbo tf035-15t, full td04 in tf035 shell, or Blitz Turbo. Best outcome is probably not with stock frame turbo unless a fancy hybrid or Blitz

Stage 4

200kW and beyond (your budget sets the limit)
Much more serious mods – forged engine, head work, bigger turbo, aftermarket ecu, e85 & more

E85 on stages <4 add +10-20kW @ wheels

The post Quick & Dirty Ralliart Colt Mod Guide 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.

The post Graphing Knocksum with Evoscan appeared first on Turbo Colt.