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COBB Custom ECU Features
ADM (MY13 - MY14)
EDM / USDM (MY13 - MY15)
Focus ST (C346ST)
V3.10
Date Revised: 3/31/2015
* Disclaimer - Improper changes to your vehicle control strategy may result in engine failure *
COBB Custom Features
Since our initial entry into the Ford platform in December of 2012 we have delivered industry leading
support, calibrations, hardware, and software for the ST vehicles! We’ve listened to the community,
monitored the development of the aftermarket, and added support as products developed. We strive to
be industry leaders and educate the community to make empowered decisions. The culmination of this
passion to deliver the ultimate tuning solution has lead us to create amazing new features inspired by
you; our customers. COBB is proud to bring exciting new features and functionality for your vehicle!
What is it?
A fully customizable feature framework that is powered by community innovation and feedback. We
have created a base set of features that enable 5-way Map Switching, additional wastegate duty cycle
compensations, hot swappable launch control, Flat-Foot-Shifting (FFS), and many other useful features.
Available only with the COBB Accessport!
Why would you do such a thing?
Together we have discovered many nuances that can prevent the tuning process from being simple and
straightforward. By adding our custom code to the ECU we can unlock the true potential of the
aftermarket and deliver solutions that continue to push the platform further.
What else is possible?
With this framework in place, we have the ability to add new features or functionality to your ECU. Have
an idea or a suggestion that could make more power or enhance the driving experience? Chances are
we can make it happen! Submit your ideas and suggestions to [email protected] and we’ll do
our best to incorporate them in future updates.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
1
Configuration and Map Switching
Configuration
Generally, each feature or table can be individually
enabled as desired. If a feature is disabled, OEM logic
will be used. Features may have multiple strategies
and can have standard or advanced modes. By default
only one of five map slots are enabled and all slot
based features are disabled. If more than 1 slot is
desired, modify the “Active Map Slots” table
accordingly.
Configuration settings must be changed to take
advantage of these custom features.
5-Way Map Switching
Each “map slot” is grouped into a Switchable Map folder. When a map slot is selected by the driver, the
ECU will use the corresponding values as defined in each folder. Only features that have been
configured as enabled will be used.
Changing map slots is done by using the cruise control buttons on the steering wheel. Conditions must
be met in order to use the feature*. First, ensure the vehicle is stopped and the cruise control system is
off. Next press the “CANCEL” or “CAN/RES” button on the steering wheel to activate the Map Switching
Menu.
An indicator of the current map slot will show on the tachometer in increments of 1000. To change map
slots use the SET+ and SET- buttons until the desired slot is selected. The tachometer will resume
normal operation after ~2sec and the map switching menu will automatically exit after ~10sec. If the
vehicle begins to move or the cruise control “OFF” or “ON/OFF” button is pressed, this will disable the
map switch menu.
To see this feature in action check out our video demonstration!
* If changing map slots while driving is desired, we have added the “Configure Rolling Map Switch”
option to the configuration folder. Changing maps while driving may cause a threat to your safety,
others, and your vehicle! This feature is only available for activation in Accesstuner software.
WARNING: The user accepts all risks and responsibilities when using this feature.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
2
COBB Launch Control and Burnout Mode
WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine,
clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using
these features.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
3
Launch Control has been completely redesigned to offer greater flexibility along with future functionality.
Several new requirements and conditions have been added to allow a single calibration to be used on
the street, strip, track, and dyno.
Our solution provides two styles of engine speed control. The default is Fuel Cut for those who prefer to
build boost while preparing to launch. The alternate is Throttle Cut for those who prefer to launch the
vehicle without building boost. The latter method avoids placing undue stress on the engine by utilizing
the OEM Target N control PID systems.
There are multiple conditions that must be met in order for the launch control feature to be used. These
can be seen on the diagram above, but are listed below for convenience:
1.
2.
3.
4.
5.
6.
7.
Launch Control must be enabled using the “Enable Launch Control (Main)” switch.
Burnout mode must not be active (see more about Burnout Mode below).
Vehicle Speed from the un-driven wheels must be under the “LC Exit Threshold (VSS)”.
Accelerator Pedal Position must be over the “LC Activation Threshold (APP)”.
The vehicle must be in neutral, 1st or 2nd gear.
The Clutch Pedal Position must be at least partially engaged.
To utilize the Fuel Cut limiter, only steps 1-6 are required. To utilize the Throttle Cut limiter, the
Cruise Control SET- button must be held down.
Once the vehicle is launched and conditions are no longer met the ECU will resume normal operation of
the engine speed limiters.
5-way and non 5-way options!
This feature is included in our 5-way map switching table assortment. There are 3 tables in total that will
need to be modified per map slot if the “Configure 5-way” Launch Control settings are enabled. If they
are not enabled for 5-way operation the table values in the “Launch Control” folder will be used for non5way operation.
Additionally, we have added the LC Rev Limit (Throttle Cut) Offset table to allow both launch limiter
methods to be set at the same RPM without interfering with one another. This offset value is added to
the Fuel Cut limiter in the event that it is lower than the Throttle Cut limiter. This is due to the logic in
the ECU that will choose the lower of all active rev limiters. For example, if you wanted a fuel cut launch
set to 3500rpm, and a throttle cut launch set at 4000rpm, the offset would need to be set to at least
600rpm so that the throttle cut will be lower during its activation. We recommend making sure the delta
between the two limiters is at least +500rpm for best results.
The “(C) LC Mode” monitor has been added to show the active mode of this on-the-fly feature. A value of
1 indicates conditions have been met and the Throttle Cut limiter is active, whereas a value of 0
indicates the Fuel Cut limiter is active.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
4
Burnout Mode
This feature was developed initially as a protection against over-revving during a burnout, but also to
remove complexity from the tire warmup process while preparing for a blast down the strip. It’s also
great for “demonstrations” to those who don’t believe that your 4 cylinder Focus can light ‘em up!
Burnout mode offers two styles of engine speed control, Fuel Cut and Throttle Cut. While similar to
Launch Control operation, the Throttle Cut used in Burnout mode takes advantage of additional OEM
torque control systems to provide enough power for burnouts when a Fuel Cut is not necessary. This is
a configurable setting using the “Burnout Mode Limiter Type” switch.
There are multiple conditions that must be met in order for the burnout feature to be used. These can
be seen on the diagram above, but are listed below for convenience:
1.
2.
3.
4.
Launch Control must not be active (see more about Launch Control above).
The Burnout button must be held down (see below for button assignments).
Vehicle Speed from the un-driven wheels must be under the “Burnout Mode Exit Speed”.
The vehicle must be in neutral, 1st or 2nd gear (shared logic with Launch Control).
If the Burnout button is released or conditions are no longer met the ECU will resume normal operation
of the engine speed limiters.
The “(C) Burnout Status” monitor has been added to show when this feature is active. A value of 0
indicates that conditions have not been met, and a value of 1 indidcates the feature is active.
To perform a burnout using the burnout button, follow these simple steps:
Manual Transmission Vehicles
1.
2.
3.
4.
5.
6.
7.
Hold the traction control button down for ~6sec to disable Advancetrac.
Press and hold the clutch in and put the car into 1st gear.
Hold the Burnout button down (see below for button assignments).
Push the accelerator pedal to the floor and release the clutch.
Immediately after releasing the clutch, place your left foot on the brake pedal.
Modulate the burnout with your left foot.
Once the tires are warm, release the brake, accelerator pedal, and the burnout button!
To see this feature in action on our Mustang AT shop vehicle check out this video demonstration!
WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine,
clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using
these features.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
5
Custom Feature Cruise Control Button Assignments
Standard Cruise Control Buttons
CNCL Map Switching Menu Mode
SET+ Slot Up (Menu Mode)
SET- Slot Down (Menu Mode) & Hotswap LC
OFF Burnout Mode
Adaptive Cruise Control Buttons
RES/CNCL Map Switching Menu Mode
SET+ Slot Up (Menu Mode)
SET- Slot Down (Menu Mode) & Hotswap LC
ON/OFF Burnout Mode*
*Adaptive Cruise Control vehicles may enable cruise control after burnout mode disengages. Map switching is not available
when cruise control is enabled. Be mindful to check the status of cruise control before attempting to change map slots.
WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine,
clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using
these features.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
6
Flat-Foot-Shifting (FFS)
Standard FFS
By default the standard FFS feature is enabled and has been designed to work with OEM style logic.
There are multiple conditions that must be met in order for the FFS feature to activate. First, Vehicle
Speed must be over the “Rev Limiter Launch Control Max. Veh. Speed” table value. Second,
Accelerator Pedal Position must be over the “FFS Activation Threshold (APP)” table value. Third, the
clutch must be at least partially engaged.
Once these conditions are met the ECU will override the current
rev limiter and use the “Rev Limiter (Standard FFS)” value from
the currently active map slot.
The “(C) FFS Status” monitor has been added to show the status of the FFS feature. A value of 1
indicates conditions have been met and the new limiter is active.
Advanced FFS
Also included with Accesstuner is Advanced FFS! This feature utilizes your current gear to look up the
FFS limit to allow for optimal gear shifting and boost retention.
To use this FFS method instead of the single value in each map
slot set the “Configure Advanced Flat Foot Shifting (Per
Gear)” value to 1.
Then adjust each of the gear change sequences as desired until
optimal settings are achieved.
Note that when the advanced FFS feature is enabled, the standard
FFS feature will be automatically disabled.
To see this feature in action check out our video demonstration!
WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine,
clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using
these features.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
7
COBB Wastegate Duty Cycle
This feature has been designed to aid
those who are using boost control as a
priority in their tuning strategy. There
were several caveats found in the OEM
wastegate controls that could result in
inconsistent boost control under varying
conditions. There were also several
complex algorithms involved in the turbo
model that prevented easy calibration with
upgraded turbochargers. With the
following system in place, achieving
consistent and reliable boost control is
realized.
Enhanced and Simplified Control
This new table utilizes a configurable pressure along the X-Axis and Engine Speed (RPM) along the YAxis. You can choose between MAP, TIP Desired, or TIP Actual to accommodate tuning preference by
modifying the Configure 5-way WGDC Base X-Axis table accordingly. Using pressure allows the table
to act as a pseudo self-contained PID system by creating a slope in between pressure points for
wastegate duty cycle regulation. With proper values, boost control can be extremely tight with minimal
oscillation. Combined with our WGDC Compensations and other 5-way features, the use of these tables
offers a simple and efficient means to create multiple boost levels for varying conditions and fuels.
To enable the COBB WGDC Base tables, simply set the Configure 5-Way WGDC Base to 1. By doing
this, you will also automatically enable the 5-way WGDC Compensation Modes. Be sure to check over
the settings in each of your map slots to ensure proper base settings and compensations are being
used.
Monitoring the System
Several new monitors have been added to see the running calculations from these tables.
(C) WGDC Base shows the value as looked up from the COBB WGDC Base table.
(C) WGDC Pre-Final shows the value after Baro. and Temp. Comps (AAT/IAT/ECT) have been applied.
(C) WGDC Final shows the value after all compensations, including COBB Boost By Gear.
Note: There are additional compensations (Battery Voltage, etc…) that are applied prior to the final
calculation of WGDC. This compensation is subtracted from (C) WGDC Final. While minimal, keep
these additional compensations in mind when calibrating wastegate control.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
8
Wastegate Duty Cycle Compensations
This feature has been designed to aid those who are using boost control as a priority in their tuning
strategy. There were several caveats found in the OEM wastegate controls as well as the initial
implementation of the COBB WGDC Base that could result in inconsistent boost control under varying
atmospheric conditions. With the following system in place, achieving consistent and reliable boost
control can be realized. Please use the diagram shown above as a logic overview and reference.
WGDC Compensation Modes 1-3 (Non 5-way and 5-way)
There are 3 compensation modes available when the Configure 5-Way WGDC Compensation Mode
is set to 0. These 3 modes were designed for stock turbo configurations which utilize the OEM WGDC
Base table. For those wishing to use the COBB WGDC Base, please see the description for modes 4-6.
Mode 1 – Functions like stock, but with new clipping points available for the P-Term and the PI-Error.
Also includes Barometric Pressure and a user selectable Temperature (AAT/IAT/ECT) compensation.
These clipping points do not exist in the OEM implementation and allow limiting the range of PID
response on the P-Term as well as the aggression of the I-Term.
Mode 2 – Incorporates Mode 1 + additional compensations for Charge Air Temperature, TIP Boost Error,
and Load Error. This allows for an immense amount of control over the wastegate.
Mode 3 – Disables the OEM P-Term and I-Term. This method uses only the OEM WGDC Base table +
the new Barometric Pressure, Temperature (AAT/IAT/ECT), Charge Air Temperature, TIP Boost Error,
and Load Error compensations. This is meant for those that do not wish to use or have not had positive
results with the OEM P/I controls.
By default the WGDC Compensation Mode (Non 5-Way) is set to 1.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
9
WGDC Compensation Modes 4-6 (Only available in 5-way configuration)
There are 6 compensation modes available when the Configure 5-Way WGDC Compensation Mode
is set to 1. The first 3 modes were mentioned earlier and still use the OEM WGDC Base table. The
remaining 3 modes will use the COBB 5-way WGDC Base table. This allows a massive amount of
customization for each map slot!
Mode 4 – Functions like stock, but with new clipping points available for the P-Term and the PI-Error.
Also includes Barometric Pressure and a user selectable Temperature (AAT/IAT/ECT) compensation.
These clipping points do not exist in the OEM implementation and allow limiting the range of PID
response on the P-Term as well as the aggression of the I-Term.
Mode 5 – Incorporates Mode 4 + additional compensations for Charge Air Temperature, TIP Boost Error,
and Load Error. This allows for an immense amount of control over the wastegate.
Mode 6 – Disables the OEM P-Term and I-Term. This method uses only the COBB WGDC Base table +
the new Barometric Pressure, Temperature (AAT/IAT/ECT), Charge Air Temperature, TIP Boost Error,
and Load Error compensations. This is meant for those that do not wish to use or have not had positive
results with the OEM P/I controls.
By default all of the switchable map values for WGDC Compensation Mode are set to 1.
Refer to the “(C) WGDC Comp Mode” monitor to view the currently active mode.
NOTE: If the 5-way WGDC Compensation Mode feature is enabled, but the 5-Way WGDC Base
strategy is not, the code will automatically enable 5-way WGDC Base for you. This is done as a
protection as Modes 4, 5, and 6 are only available when the 5-way WGDC Base strategy is active.
How These Compensations Are Applied
The compensations have a specific order and operation. This is done to ensure that atmospheric and
temperature conditions are accounted for at all times. See below for the math that is working behind the
scenes! Note that Baro and Temp comps are always active regardless of the compensation mode.
(WGDC Base * Baro. Comp) * Temperature Comp. = (C) WGDC Pre-Final
WGDC Base * CAT Comp. = CAT Comp %
WGDC Base * TIP Boost Error Comp. = TIP Boost Error Comp %
WGDC Base * Load Error Comp. = Load Error Comp % (Note: Load Desired (Tq Ctrl) – Load Actual = Load Error)
WGDC P-Term = WGDC P-Term % (Now bound between PID P-Term (Min) and PID P-Term (Max))
WGDC I-Term = WGDC I-Term % (Still bound between PID I-Term (Min) and PID I-Term (Max))
Note: We have also added the ability to bound WGDC PI-Error with new tables PID PI-Error (Min) and PID PI-Error (Max).
All of these calculations are done continuously and are combined into the (C) WGDC Final monitor
according to the active WGDC Compensation Mode. The (C) WGDC Final value will then be bound
between 0-100% and become WGDC Actual.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
10
WGDC Boost By Gear Multiplier
This feature has been designed to further enhance the flexibility of our new WGDC compensations.
WGDC boost by gear multipliers are only available when enabled, no multipliers are applied when this
feature is disabled. This new table has been added to our 5-way map switching system to allow full
customization where you need it the most!
To use this feature simply set the Configure 5-Way WGDC Boost By Gear Multiplier to 1. Once
enabled you will be able to customize each individual gear to multiply the final calculation of WGDC by
the values provided at any given throttle position.
A setting of 0.0 in these tables will eliminate WGDC at a given throttle position in the desired gear. A
value of 1.0 will apply no correction, and a value of 1.5 would apply a 1.5 times the final wastegate
amount. This can aid in preventing overboost in lower and higher gears.
By default all values in the WGDC Boost By Gear Multiplier are set to 1.0.
Note: Please be aware that the OEM P/I dynamics will constantly try to fight this multiplier when in use,
so be sure to adjust the P-Term, I-Term, and PI-Error (Min/Max) tables so they play nicely. Alternatively,
disable the use of the OEM P/I dynamics by setting the WGDC Compensation Mode to 3, or 6.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
11
COBB TIP Desired Max. Ceiling
Standard Strategy (1D)
This strategy was designed to allow multiple 1D TIP Ceiling values in a single calibration. This value is
will override any value in the OEM “TIP Desired Max. (Ceiling)” table. Once TIP Actual Abs. reaches
this value, the throttle will be used to control boost and maintain a steady pressure. To use this feature
simply set the Configure 5-Way TIP Desired Ceiling (Base) to 1 and the Configure 5-Way TIP
Desired Ceiling (Strategy) to 0.
Advanced Strategy (3D)
The advanced strategy was designed to
give greater flexibility of pressure control
when using varying calibration strategies.
When the Advanced Strategy is active, the
lookup value from the 3D table will act
directly as the “TIP Desired Max.
(Ceiling)” and limit pressure by means of
throttle control. When combined with the
COBB 5-way WGDC Base, and COBB 5way WGDC Compensations; consistent
and reliable boost control can be achieved!
To use the Advanced Strategy simply set the Configure 5-Way TIP Desired Ceiling (Base) to 1 and
the Configure 5-Way TIP Desired Ceiling (Strategy) to 1.
Monitoring the System
To see the running calculations from these tables the following monitor has been added.
(C) TIP Ceiling shows the value as looked up from the TIP Desired Max. (Ceiling) 3D table.
Note: When the Standard Strategy is active, this monitor will show the exact value from the 1D table.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
12
COBB Ignition Timing Offset
Standard Strategy (1D)
This strategy was designed to give quick and easy adjustments to ignition timing. The desired amount
of timing advance (or retard) can be set, along with the minimum load in which to activate the feature.
This value is globally applied once active and will override any value in the OEM “Ignition Timing
Offset (Global)” table. Once the load drops below the minimum, the OEM value will be restored. To
use this feature simply set the Configure 5-Way Ignition Timing Offset (Base) to 1 and the Configure
5-Way Ignition Timing Offset (Strategy) to 0.
Advanced Strategy (3D)
The advanced strategy was designed to
give dynamic ignition timing flexibility
based on octane for those who are tuning
for different fuel types, or live in areas
where fuel quality varies from tank to
tank. While the table is similar to the
OEM “BL Timing Comp. (OAR)” in
design, it is not limited in application or
resolution. The OEM table applies only to
Borderline Timing and can be clipped by
the timing floor or ceiling. The COBB
table is globally applied and can bypass
the timing floor or ceiling. When the Advanced Strategy is active, the lookup value from the 3D table will
be multiplied by the “Oct. Adj. Ratio Learned” before being applied to the ignition timing calculations.
This table will run in tandem with the OEM “BL Timing Comp. (OAR)” values so be mindful when
shaping your ignition timing curves that both will be active when this feature is enabled. With the
following system in place, a single calibration file can provide dynamic performance settings for any fuel
type!
To use the Advanced Strategy simply set the Configure 5-Way Ignition Timing Offset (Base) to 1 and
the Configure 5-Way Ignition Timing Offset (Strategy) to 1.
Monitoring the System
To see the running calculations from these tables the following monitor has been added.
(C) Timing Offset shows the value that will be globally applied to ignition timing.
Note: When the Standard Strategy is active, this monitor will show the exact value from the 1D table.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
13
Fuel Scalar and Power Demand Fueling
Tuning for different fuel types on a single calibration is now a reality! With the addition of the “Fuel
Scalar Stoich. Setpoint” to the 5-way assortment, you can now run pump gas, race gas, or varying
blends of E85 with ease. Simply set the Configure 5-Way Fuel Scalar Stoich. Setpoint to 1 and
adjust each slot as needed. Then take it a step further and set the Configure 5-Way Desired Fuel
Target (Power Demand) to 1 and adjust fueling targets at WOT in each slot as needed.
Monitoring the System
To see the running calculations from these tables the following monitor has been added.
(C) Fuel Scalar shows the value as looked up from the 5-way Fuel Scalar Stoich. Setpoint table.
(C) Desired WOT AFR shows the value as looked up from the 5-way Power Demand table.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
14
Power Demand and VCT OP Thresholds
Another COBB exclusive set of tables has been added to the ECU to enhance the resolution of these
two control systems. Fueling transitions between closed loop and power demand, as well as VCT
transitions into Optimum Power were previously handled by less than desirable 2D tables (OEM VCT
OP shown below). We felt these tables caused abrupt activation and could use some help. Each of
these thresholds now has a brand new 3D table (COBB VCT OP shown below) that is indexed by Gear
and Load Actual to better aid in transitioning for realistic requirements for each gear.
Please take the time to dial in these tables for optimal results. Our OTS maps are a great starting point
but can be refined further for your own driving style or modifications.
OEM Table
COBB Table
The “(C) APP OP Threshold” and “(C) APP PD Threshold” monitors have been added to show the active
Accelerator Pedal Position being used to activate these systems.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
15
Map Slot Copy Feature
To aid in the tuning process we have added a copy feature to the software. This feature can be
accessed by selecting “Edit” -> “Copy Tables” or by using the CTRL+Shift+C hotkey.
This feature is helpful when utilizing
similar settings between map slots or
making changes that need to be
populated to all slots.
USING THE COPY TABLE FEATURE
First, select the source slot for copying
from the left list. In the example we have
selected “Switchable Map 1” as our
source.
Next, select the target slots to be
populated from the right list. In this
example we have slots 2 and 5 selected.
Then decide whether all eligible tables or
individual tables should be copied. If all
tables are desired, leave the “Specify
tables to copy” box unchecked. If
individual tables are desired place a check
in the box and select the desired tables to
be copied.
In this example we only want to copy the “TIP Desired Max. (Ceiling) 3D” and “WGDC Base” tables to
map slots 2 and 5.
Once everything is ready to copy, simply click OK to proceed and verify your results.
Copyright © 2014 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com
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