2015 WRX Tuning Results : 344 WTQ / 313 WHP

2015 WRX_George_18_blog

We have enjoyed seeing all of the 2015 WRX custom tune results being posted around the ‘net and decided to jump in with our own after a bit of playing around with our car on the Austin R&D dyno today. While this combo of parts isn’t likely to be an pre-configured OTS “StageX” package that is available from us, we try to do as much hard parts testing as we can to make sure we have a good understanding of the cars. It’s important for us to have knowledge over how the car will react to common aftermarket upgrades. No records or anything crazy but this thing is definitely one quick WRX now!

We bolted up all of the airflow mods we have on-hand for the car and decided to see what she could do. A bit more time to continue refining the tune would have likely yielded even larger results, but I quickly “chickened out” after realizing how close we were to 350 wtq. :eek:  It is likely that the connecting rods will prove to be the long-term weak spot for modified FA20DIT cars, so we decided to call it an afternoon with our engine still intact for now :cool:

Engine/Power Modifications on our WRX consist of the following: COBB Tuning Accessport V3, COBB Tuning Turboback Exhaust (Catted), COBB Tuning SF Intake/Airbox (Prototype), TurnInConcepts TGV Delete Housings, Upgraded Aftermarket TMIC.

2015 WRX Dyno Chart

Results vs stock vehicle: +77 wtq (28.8%) , +62 whp (24.6%) 

At this point this car is now making a tad more torque and horsepower than a Stage2+Intake 2015 STI on the very same dyno — very impressive for a 2.0L with diminutive factory turbo. We are slowly beginning to really like these cars now as the uncorking process continues :)

Long term, this testing helped us identify some other areas of the factory ECU where we should focus our future reverse engineering (table/logic discovery) in order to provide the precise control and ease of tunability that the COBB Protuner network demands, even as the power numbers get crazier and crazier as new mods become available over time. We can’t wait to keep pushing this platform and seeing what kind of amazing results you guys achieve over time!

Thank you for your support during the DIT craze!


The COBB Subaru Expert Group

I Tuned My Mustang, Now What? Datalogging/Monitoring How To

The Accessport for the EcoBoost Mustang is a powerful tool. Aside from being able to flash the ECU with different tunes, and a diagnostic tool able to read and clear codes, it can also display and record hundreds of different parameters. From Ambient Air Temperature to Vehicle Speed Sensors and everything in between, the Accessport will be able to provide you with the data you need. This thread will discuss how to record a datalog, which monitors are most important, and what all these numbers mean. Being able to interpret these parameters can ensure your engine is running healthy and achieving its performance potential.

The Gauges menu contains all monitoring and datalogging settings. The first time a V3 Accessport enters the Gauges menu, you’ll be asked how many monitors you would like to display.

Each time you return to the Gauges menu, the selected layout/number of gauges will be used until it is changed in the Gauges Setup menu. This provides the ability to monitor different things in different situations. You can select 1 or 2 gauges to be prominently displayed for the track and have different settings with more gauges for street/economy monitoring.

Every Mustang Accessport will come with the same default monitor log list. This is a good starting point to get an overview of what the car is doing. If you wanted to determine something more specific, you can change the monitors that are being datalogged. This can be done by

Entering the Gauges menu

Then, enter the datalogging/gauges setup menu by selecting the arrow at the top of the gauges screen, then enter the Configure Datalogging menu.

Once in the Configure Datalogging menu select the monitors you would like to log.

Then, press the Back (left) button to save the changes. You’re ready to take a log!

It’s important that certain conditions are present when trying to determine if the car is healthy and performing as it should. Typically, you won’t get much relevant diagnostic data through idling or light throttle conditions. We recommend a 3rd gear Wide Open Throttle pull from about 2500 RPM to near redline. Any potential issues will usually be evident during this event.

To begin the log enter the Gauges menu

Then, press the OK (center) button to start datalogging. Once started, a scrolling dot will appear on the screen along with the logging rate displayed at the bottom.

Press the OK button or Cancel button to stop datalogging. You can then connect the Accessport to Accessport Manager on your computer and download the catalog files in the Manage tab. Up to ten (10) datalogs can be stored on the Accessport at any time. The lowest number is the oldest log and the highest number is the newest.

You can then open the datalog in any spreadsheet or log viewer application. For most applications, double-clicking on the datalog will open the file properly.

What do all of these parameters mean? You can find a brief description for each on our Ford Monitor List. The most critical to make sure the car is healthy and performing well are Ignition Correction and Octane Adjusted Ratio.

Ignition Correction can be monitored or logged through each cylinder or even all four. Positive corrections are ideal and negative corrections could potentially indicate an issue. Major negative corrections can be associated with feedback from the engine’s knock sensors. If you are routinely seeing negative corrections beyond -2 degrees during WOT conditions, there is likely a problem.

Octane Adjusted Ratio (OAR) is a Ford calibration strategy that allows for optimal power with higher octane fuels (and also allows your car to run 87 octane without hurting anything). OAR starts life at a value of 0.0 and is allowed to learn in two directions. When fuel quality and knock sensor feedback are optimal, the OAR will adjust towards -1.0. When these are sub-optimal, the OAR will adjust towards +1.0. Constant positive timing corrections will keep the car happy and bring the optimal value more quickly. 6th gear on freeways with partial throttle is a great way to help the value. If you monitor in this situation, you should see OAR approach -1.0 each time you lift the throttle. Continue to do so until it gets to -1.0 for optimal performance.

There are several other monitors that can be utilized and are up to your personal preference. Boost is always fun to monitor. Seeing certain variables before and after modifications is a great indicator of whether they are providing real results. For instance, being able to monitor both Ambient Air Temperature and Charge Air Temperature and comparing them in real time is revealing. You can see just how much more efficient that new FMIC is! Monitoring/Logging Airflow Mass can also be indicative of whether that new Intake is doing work! Another great comparison is to see what the car is doing between the Stage 0 (stock map installed mode) and our Stage 1 map. This way, you can be 100% certain nothing detrimental is happening with the upgraded tune.

Our customer service is among the best in the industry. If you need help taking or interpreting your datalog or trying to diagnose an issue, send it to us and we’re always happy to take a look and point you in the right direction.


New Evo X Hard Parts – 3″ Turbo Inlet Hose and Fuel Pump Holder

Back by popular demand are the Evo X 3″ Turbo Inlet and Evo X Fuel Pump Holder!

EVO X 3″ Turbo Inlet

The COBB 3″ Turbo Inlet Hose is constructed using four ply steel-reinforced silicone, eliminating the issue of hose collapse that other inlet pipes suffer while under suction at peak demand.  While the steel reinforcement provides excellent stability, the silicone allows adequate torsional flex, allowing engine movement on the OEM engine mounts under hard acceleration without risk of separation.  This system uses all factory fittings and clamps.

4-Ply Steel Reinforced Silicone
Designed to be used with Stock Intake or Stock-Sized Intakes
Smooth Inner Walls for Quicker Airflow to the Turbo
Bulges to 3.5″ to Increase Potential Air Flow Delivery

More info here: http://www.cobbtuning.com/Mitsubishi-Evo-X-3-Inch-Turbo-Inlet-p/752002-bk.htm


EVO X Fuel Pump Holder

Wanting to push your Evo X to the limit? An upgraded fuel pump is essential to feeding aftermarket fuel injectors once the factory fuel system has reached it’s limits.  The COBB Evo X Fuel Pump Holder allows you to use a Walbro sized in-tank fuel pump without having to modify the factory fuel hanger.  It’s durable delrin construction makes the COBB Fuel Pump Holder ideal for vehicles running high ethanol content fuels and race gas.

Delrin Construction
E85 Compatible
Works with Intank Walbro Sized Fuel Pumps
Allows for a Plug and Play Fuel Pump Upgrade
No Modification of Factory Fuel Pump Assembly

More info here: http://www.cobbtuning.com/Mitsubishi-Evo-X-Fuel-Pump-Holder-p/352010.htm

Accessport Features for EcoBoost Vehicles

At COBB, we are constantly improving our products based upon your feedback and requests. We evolve to your needs and strive to lead the industry! Part of that evolution is being the only company that adds custom features to your ECU to further enhance the capability of your vehicle.  One of the most developed ECUs we support are those of the Ford EcoBoost Platforms.  These benefit from custom features like Launch Control, Flat Foot Shifting, and 5-Way Map Switching.  You’ve probably heard of these features before but how do they actually benefit you in the real world and on the track?

5-Way Map Switching

The EcoBoost platform is pretty versatile from the factory.  It has the built-in capability to use different fuels.  It can take advantage of higher octane to make more power and can also prevent things from getting out of hand when using lesser quality fuel.  This is done with the OAR variable in the factory ECU logic.  COBB has taken this versatility a step further with the 5-Way Map Switching Feature.  You can seamlessly switch between maps in real time using your Cruise Control buttons!  A few instances where this can be beneficial:

Other Drivers – Whether it be a teen-aged child, an inexperienced friend, the spouse with too many accidents, or that valet guy with the grin that’s a little too big, you can use the 5-Way Map Switching feature to enable a more suitable map for specific drivers.

Changing conditions – If the weather turns for the worst, the road surface becomes poor, or any other reason your tires no longer inspire confidence, it comes in handy to have a map that offers less than the peak performance.

More MPGs – Optimal tuning will typically increase the miles per gallon you achieve.  Even with our performance tunes, many report an increase in MPGs.  BUT, it must also be paired with optimal driving.  And let’s face it, it’s difficult with the added power to stay out of the smile inducing high boost zones.  The Economy Mode map removes the driver’s ability to create excessive fuel demands by limiting the amount of airmass that can be generated.  Additionally, fuel during Wide Open Throttle (WOT) conditions as well as ignition timing are optimized in Economy mode to aid efficient combustion.  This results in minor gains in fuel economy, while preventing a heavy foot from robbing gas from the tank.

At the Track – If you’ve been to the drag strip, you know it’s not always who has the most power but who can get the most power to the ground.  Using the adjustable maps to instantly change between different boost levels, different Launch Control RPMs, or custom tunes that adjust boost by gear and/or several other parameters provides limitless options; one of which will surely get you your best ET!  For those concerned most with drag racing over daily driving, the switchable map feeature offers better test and tuning sessions.  Without having to constantly re-flash the ECU, you can get more passes in, and dial in your car much more quickly.

Launch Control

It’s tough to be a car person and not have the occasional drag race cross your mind.  Whether it be at your local track, or a desolate road in Mexico, lining up against a friend (or nemesis)  to see who is faster never gets old.  When those times come, we all want every advantage we can get!  Launch Control (LC) is one of those advantages.

It can be difficult to hold the RPMs steady to get a good launch, especially in a manual transmission car.  COBB’s Launch Control allows you to floor the gas pedal at the starting line and hold a specific RPM!  This enables the potential to build boost off the line and allows for more consistent launches.  This value can also be adjusted to adapt to the current surface, tires, power, or weather conditions!  Spinning out of the hole?  Lower the RPM!  Bogging?  Raise it up!  A good launch is crucial for fast and consistent ETs.  Having a couple of tenths advantage in the first 60 feet of any race can mean the difference in winning and losing even if your competition has more power.

Flat Foot Shifting

Technology has come a long way when it comes to transmissions and many super cars are now only being offered with an “Auto.”  Even if these high-tech transmissions are capable of shifting faster than any human, many of us still prefer kicking in a clutch and slapping a shifter.  In a race, are we giving up anything other the the timing it takes to shift when challenging an Auto driver?  In turbo car, the answer is most definitely yes.  But, Flat Foot Shifting (FFS) or “No-Lift to Shift” is a great way to overcome some of the disadvantages.

The graph above was done at WOT and inspects boost recovery after a shift under the two different conditions.  Using FFS, boost never falls below ~10.5psi on the shift; on a regular shift, boost falls down to essentially full vacuum (-9psi).

This particular instance shows 3rd-4th gear rips first using a traditional hard and fast shift, and then again using COBB FFS.  No tuning changes or otherwise have been made, simply disconnected after doing the first run, set FFS to 5500 RPM on the Accessport and went again.
Shifting with the throttle plate fully open allows for boost to be kept “up” and recover nearly instantaneously after engaging the next gear.  This is as close to a DCT-style shift as any manual car will ever get!

The gist?  COBB FFS, LC, and 5-Way Map switching flat out work.  Use them and get the advantage!



COBB EcoBoost Mustang has Clocked over 4000 Miles!

COBB has spent a lot of time with our EcoBoost Mustang!  But, the last few days have been the best!  What makes them especially exciting is that our Mustang is currently equipped with the Stage 1 map that will come with the Accessport!

There’s been loads of Research and Development that has gone into this tune. We’ve already put over 4000 miles on this car! These miles are made up of a lot of harsh, stress testing conditions, commuting in traffic, and plenty of good ol’ fashion hoonin’! During all of this, tons of data was gathered and used to provide us with the information needed to create the highest quality calibrations! Our Stage 1 tune offers a nice increase in power while maintaining all of the factory reliability. Whether you live in extreme cold, heat, anywhere in between, at any elevation, on any fuel quality, you can rely on the COBB Off The Shelf maps!

Hear what Braden and Cody have to say about their experiences with the car!

Buy an Accessport V3 and a Turbo-back exhaust might be on us!

With Formula 1 happening this weekend in our own backyard at COTA, we want to give you F1 fans a little incentive to get your vehicle to the next Stage with the COBB Accessport V3.


Purchase (or Upgrade to) an Accessport V3 between now and October 31st , Noon CST, and you may find yourself getting a FREE COBB Turbo-Back Exhaust to go along with your Accessport!


Three winners will be selected at random and contacted the week of November 3rd for fitment and shipment info.  Good luck!

Mustang Ecoboost: Baseline Updates

We’ve got some more content coming but here are our initial stock baseline dyno results. All runs were performed with a 5min cool down in between. This is a Mustang MD500-SE load bearing dyno and is using a freshly performed parasitic loss calibration specific to our vehicle.

The OAR (Octane Adjust Ratio Learned) value was verified to be fully learned at a value of -1.0. This is verified to ensure that we are testing with the OEM calibration to provide optimal performance. We would highly recommend verifying this value before ANY dyno test as we’ve seen competitors perform baselines with an OAR of 0.0 which is not an accurate representation of the power the OEM calibration can provide!

The 2015 Mustang Ecoboost AT (Non PP) has a 121mph speed limiter. This prevents 4th gear dyno testing from completing. Additionally, the OEM torque converter calibration does not allow for low RPM WOT conditions. As such, we had to modify the speed limiter and torque converter lockup schedules to allow full sweep testing. No other calibration changes are applied.

Stock Baselines 93oct 4th Gear 2000-6500 Sweep 85F Ambient (HP/TQ/AFR)

Stock Baselines 93oct 4th Gear 2000-6500 Sweep 85F Ambient (HP/TQ/Boost)



What did we learn?
Well for one, a full 4th gear sweep is extremely long and painful for a stock car. The sweep starts at ~30mph and ends at 133mph! During that time a lot is going on. For one, the car is making a phenomenal amount of torque right of the bat at a relatively low boost level. The torque curve is flat as a rock for about 2500rpm, when all hell breaks loose with heat management. This is when the power tanks and you see massive losses. Heat management strategies are in place to protect the engine and are typically a bit overkill due to inaccurate models. We’ll be doing some more research and testing on the validity of the recorded values to help uncork some of the power robbed from these functions.

Some interesting data from the runs:

Boost – Start 13.1psi, Max 20.1psi, Redline 12.56psi
AFR – Great up until overtemp conditions, then sinks as low as 9.9:1!
ECT – Start 191F, End 226.5F
Charge Air Temp – Start 100.1F, End 184F
Oil Temp – Start 189.4F, End 205.2F
Trans Oil Temp – Start 175F, End 194.4F
Ign Timing Correction – Removed up to -2.5 degrees

We’ve got some ideas and strategies that will be going in place to safely extract the hidden potential from this engine. We’ll start first with our Stage1 calibration which is designed to be used with a bone stock car. This is going to be as simple as it gets, jut plug in the Accessport, flash a map and go!

We’ll be posting more information, results, and tech articles in the near future as our research and development progresses. I’m really looking forward to putting this car through its paces and developing exciting new features and calibrations for all of you guys to enjoy!

As always, feel free to ask us questions if you’ve got them!

Mustang EcoBoost Updates!

Picking up the new car in Ohio.


COBB’s latest R&D car is in route to HQ and stopping off at COBB Plano!


Stage .5 – T-Shirt and License Plate frame good for at least 5+whp!


Accessport looks ready to be installed!

APmustang (1)

We can’t wait to get the new Mustang here, seeing what it is capable of, and begin making more power!   This Auto EcoBoost Mustang will arrive Monday and the Manual should get here soon after!

The Mustang is here at our Austin headquarters!  Quick walk around and first impressions:

Didn’t take long to get it on the dyno…

Fresh tint and COBB Vinyl installed


More Mustang Ecoboost photos and details to come!  Stay tuned…

Rolling Boost and Engine Safety features are now available for GT-R!

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Rolling Boost and Engine Safety features are now available for CBA cars through your Pro-Tuner!

Rolling Boost:

This feature will allow you to maintain a set vehicle speed while allowing the engine to build a set boost pressure!  This function can be enabled at any speed through the combination of holding the accelerator pedal past the minimum required point (adjustable by your tuner) and holding the cruise control switch in the SET (down) position.

Rolling Boost will use ignition retard to generate boost and the throttles to maintain the target speed.  The driver will keep the throttle depressed (ideally WOT) and then release the cruise control switch to exit Rolling Boost allowing the car to accelerate with immediate boost response.

This feature does NOT use the cruise control system for safety reasons.  Therefore, in order to engage Rolling Boost, the cruise control system must be off!

Note:  Excessive heat is generated while utilizing Rolling Boost mode.  If it is engaged for extended periods of time (over 3-5 seconds at a time), damage to the engine, turbo’s, and/or other components may occur.  It is also advised that a cool down period is observed between Rolling Boost usages (if you are roll racing and enter into the mode for a few seconds and miss-time the launch, it’s not a good idea to immediately re-enter it).

For more details, check out the Rolling Boost Tuning Guide!

Engine Safety:

COBB has created several custom tables that allow your tuner to set conditions on different parameters (fuel pressure, coolant temp, oil temp, STFT, and knock).  If these conditions are met, torque is immediately reduced by modifying the accelerator pedal position or APP input (lifting the throttle to a percentage designated by your tuner).  If Safety mode is entered and throttle is lifted, the condition will be reset when the driver returns the APP to below 5% input.

Fuel Pressure and Safety are two independently enabled and calibrated features.  They can be used together or you can use only Safety if an aftermarket fuel pressure sensor is not installed.

For more details, check out the Engine Safety Tuning Guide!

We are currently working on these features for DBA ECUs so it will be available soon.  An ATR release for these features will be shortly after.

Porsche Testing in Japan with Mitch McKee of COBB!


I am a big proponent of on track testing calibration’s. We want to be sure that right out of the box you guys are getting a calibration that we are 100% with. We did this with the 997.2 Turbo, taking the car to Laguna Seca and winning the Optima Challenge with a car setup by BBI and tuned by Cobb Tuning using the Accessport.

Now for this we wanted to show the Japanese guys what American tuners are capable of! I think we did pretty good

To start off we had 2 cars to test. A 997.1 GT2 and a 997.1 GT3. The GT2 was bone stock even down to the old Michelin’s. The GT3 had some muffler deletes and suspension.

Both were beautiful cars and it really was an honor that the customers let us test them sight unseen. Creft Motorsports is a shop in Yokohama and they were very helpful in getting the cars all setup.

Both cars were faster by a large margin at Fuji Speedway. Fuji speedway may be one of the most beautiful tracks on the planet as far as I am concerned. With Mt. Fuji looming behind the track it makes for beautiful scenery.

Now on to the pics! As soon as I get a little more time I will get the video up as well. ( Be warned I am a much better engineer than photographer!)


Me with Fuji-San checking datalogs after coming in from a quick morning session.

997.1 GT3 AP

This is just because I love these cars so much:

Thanks for looking guys! We have some more content to put up once it is edited!