Changes

More commonly known as... wastegate duty cycle (though it's the reverse).

==== Factory file ASW ====The factory version of this map can loosely be translated as 'exhaust flow vs. boost'. While it's not necessarily 1FIRST PASS, NEED MORE DATA TO CONFIRM:1, exhaust flow will increase along with RPM. The factory curve of the table reflects this.

Boost pressure is along The way the top, while the exhaust flow wastegate duty cycle works is along based on modeled turbocharger tables that calculate the side. An easy way to think of it is if you want to maintain the boost value in X, turbine intake and the exhaust matches the flow on the Y, Z is how far opened the wastegate should befactors. Or - as exhaust flow increases, the wastegate should open more It's *impossible* to account for that.Negative values will keep tune the wastegate closed, positive values will open the wastegate by that percentagewgdc on an ED tune without additional logging capability.

This One possible way to tune the wgdc is difficult to tune measure the following 4 variables: <pre>fac_1_put_ad - first parameter for precontrol and adaptationfac_2_put_ad - second parameter for precontrol and adaptationfac_pow_put_ctl_opl - Open loop value of PUT controlfac_pow_put_ctl_rgl - Regular value for because there's no way (today) to log PUT control</pre> In maestro, the exhaust flow factory (y values)axes are labeled incorrectly. There's a lot of trial The X value is *actually* <code>fac_2_put_ad</code>, and error involved. You can estimate your exhaust flow factor by finding the boost Y value and is *actually* <code>fac_1_put_ad</code>. Calculating the boost actuator target setpoint, difference between <code>fac_pow_put_ctl_opl</code> and then locating that cell in <code>fac_pow_put_ctl_rgl</code> will tell you how far off your wgdc tableis from your actual wastegate control.

Ignition timing is determined by two look-up tables (Ignition timing, low octane and Ignition timing, high octane) and two settings tables (Min octane for adjustable features and Min Max octane for adjustable features). Within the Simos18 ECU there are additional lookup tables that will impact timing that Maestro does not access. Intake Air Temperature (IAT) as recorded by the MAP sensor is one such variable that will impact your timing advance. High IATs will retard timing to reduce the likelihood of pre-ignition due to high combustion temperatures within the cylinder. The ECU will override the two Maestro timing tables to ensure engine longevity in the face of extreme environmental variablesconditions.

'''Min and Max octane for adjustable features '''

The two adjustable tables are preset at 87 octane appear to represent timing for 80(low) and 100 (high) octane, but these can be modified by the user. Setting the octane slider at its lowest setting to some number will force cause the ECU to utilize only perform a lookup against a (hidden to the Ignition timing, low octane user) table when determining timingwhich defines the interpolation factor used to determine basic ignition angle. Alternatively, moving The min and max octane for adjustable features calibration settings are merely used to adjust the window that the slider to its highest setting will force the ECU to utilize only the Ignition timing, high octane tableoperate in. Setting the slider anywhere in between the lowest and highest These two settings will allow the ECU to interpolate not impact the timing curve based on air mass and RPM utilizing the two timing tables. Maintaining the stock values of 87 and 100 provides plenty of adjustability for the user and most would recommend leaving these values aloneinterpolation.

'''Ignition timing, low and high octane'''

The two lookup tables serve as reference points for '''Setting a Timing Curve''' WARNING...DO NOT ADJUST ANY OF THE TIMING VALUES IN THE COLUMNS BELOW 1000MG/STROKE. Why? Daily driving around town from stoplight to stoplight the ECU based on engine uses ignition timing fairly aggressively due to the user selected octane slider. As an example, if air mass at 3000 rpm lack of airmass (which is 600 mg/stroke and due to the lack of exhaust volume spinning the low table shows 5.250 and turbine) to power the high table shows 13vehicle.875 If you lower these values the ECU car will then look feel sluggish at part throttle. If you increase these values the octane slider value and interpolate timingengine will knock. Keeping Only make changes to the stock settings last few columns of 87 low the tables. Once you get comfortable with tuning and 100 high there are 100-87=13 different looking to move to more advanced manipulation (i.e bigger turbo, E85 blend timing values that could be used, etc. The delta between low and high for our example is 13.875) you may feel the need to increase or decrease values in some of the air mass columns in the 600-5.25=8.625900 range. 8.625For larger framed/slow spooling turbos you may need to increase timing at low air mass to remove the off/13=0.66on feeling. For every increase in 1 above 87 on the octane slide the ECU will attempt Winter gas blends often have less knock resistance that can often lead to excess low air mass/spool knock that one may seek to run approximately 0.66 degrees reduce without also reducing overall timing above by adjusting the value in the low tableslider. Use your datalogs to make adjustments as needed. If you set the slider to 99 (12/13 available positions) are consistently seeing knock in a few cylinders at a specific RPM range then adjust the timing will be 12*0down at that RPM and air mass area.66=7.92 added It's best to make timing adjustments to 5.25=13.17 both tables equally (Maestro only allows values or as equal as multiples possible). If you are going to pull 1 degree of timing out at 6000 rpm in the 1299 air mass column then pull 0.375 so in actuality from one and 0.75 from the timing would be 13other.125 If you feel like you need further reductions then pull more from the table that got the 0.375 reduction..close enough).  '''How much KR is too much KR?'''

Setting This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a Timing Curvegreat idea and one should remedy that. Some cars seem more prone to KR, some have KR at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.

This question comes up quite often. The answer is whatever you are most comfortable with. Some people don't want to see any KR. Some people say anything up to -3 degrees in 2 cylinders or less at the same time is ok. Most would agree that -4 or more is not a great idea and one should remedy that. Some cars seem more prone to KRYou bang, some at specific RPM ranges that can't be removed with meth or even full E85. You might see one cylinder in particular that has more KR events than the others. Every motor is different. Use your own comfort level when setting timing.bang, bang, bang, bang