Remote Tuning

Over the many years of Remote Tuning (11yrs now as of 2006), the following information highlighted below is what customers try to attain before or during tuning and if these little ta-bits can be had, persons seeking a tune can be 100% ready and comfortable in tuning.

Before I start, allow me to briefly introduce myself in point form

Years of experience: 11yrs (as of 2006)
Specialisation: Subaru
Background: B.Sc in Mathematics, Physics, Electronics | IT, Telecoms, Cybersecurity, Past Part-Time Tuning Instructor at a Technical College, Driver – lite sports, Cooking, hiking, family man, etc
Tuning capabilities: OEM ECU, SYVECS, HYDRA, LINK, Vi-PEC, Other EMS, Suspension

Remember Education is Power, once done right 🙂

Remote Tuning vs Physical Tuning


In starting, there is no difference between Remote Tuning and Physical Tuning. Remote Tuning takes a little longer and can capture events more easily and time is the factor to allow true fine tuning. Taking a car on a dyno and you have a prefect tune is not possible. Taking a car on the road for a few mins and have a prefect tune is not possible. If this was the case, OEM manufactures and racing teams will have limited research and testing. In others words, those countless hours you hear would just be lies.

Remote tuning requirements expected by the experience and knowledgeable tuner details that the customer communicates with his tuner in real-time as much as possible and communications channels opened extensively for tuning determination. That is, through you the customer, that knowledge transfer is achieve on any matter.

There are some who due to magazines and because of the bad information from many “Tuning” business seeking a quick way to make money, misrepresent real and detailed tuners who cares about Customer Relations, Service, Stability, Performance, Response, etc. This is a specialised service and should be treated so. That being said, there is no tune for $99, $199 or even one-of tunes. What took your OEM manufacture or racing team years to get right, just cannot come in the form as a pill. Please be wary. Because of the pricing war, tuning prices have been drivened down and the quality of tunes have gotten worst. I am sad to say, the customer now expect less and poor quality tunes are fantastic. This indeed is very saddening. In addition every man is a tuner because of having software in his hands to tune.

Dyno’es – Not created equally
Dyno’es are good. But it is a tool and you should understand this. Not all dynoes are created equal and not all are operated properly. The best Dyno to used is here – http://www.rototest.com/index.php?DN=1&Visitor=4
RRI Research Institute

Dyno Testing Informationhttp://www.rri.se/index.php?DN=29

Noting the above, this will help you determine what is used out in the field. This is extremely important!!!!!!!

The dyno must create a real life environment as much as possible and the quality of the hardware and software is key. That being said, a car dyno tuned should really spend some time on the road to gather data for stability, function and operations. This can take a few days or as long as possible for varying environmental conditions. Remember OEM manufacturers and racing teams. Please make sure your tuner offers this. Don’t be carried away with numbers.

Dyno usage – What it is good for

  • Dialing in areas that needs cruising time
  • Dialing mods that changes the dynamics quickly or drastically
  • Safe area to tune.
  • Ability to see changes easily on a close to control environment. The dyno facility should be controlled as much as possible. This can minimised the number of dyno pulls. Example, Humidity, Temperature, pollution, Noise, etc

Remember and don’t take it as my word – Research, research, research. The tuning should finish up on the road, covering varying environmental conditions. Example, morning to night; hot to cold.

For those who love Dyno figures, having a correction of over 1 is useless. To verify Dyno figure, perform a quarter mile run and determine you realistic power figures.
Xtreme Racing Tuning – Drag Racing: 1/8-MILE TO 1/4-MILE CONVERSION TABLE


So let us get started.

Note: I am going to be precise as much as possible!

What are we talking about based on the subject?
Tuning the stock OEM computer that comes in the car. The majority stated below are also key points for Engine Management Systems or Powertrain Solutions.

Mechanical needs

  1. Try to understand what tuning is. Tuning allows the car to compensate for the environment for which it operates in. Either for general purposes or having high performance needs.
  2. What is needs before tuning – Mechanically
    1. Full Engine Oil service
    2. Spark Plug change
    3. Check for air leaks in the intake and header system – A boost test should be done.
    4. Clean the MAF sensor
    5. Throttle body Clean
    6. Injector Cleaning. Professionally cleaned or using a good quality Injector cleaner
    7. Verification of all necessary sensors and solenoids through logging – [url=http://xtremeracingtuning.com/forum/viewtopic.php?f=122&t=593]Xtreme Racing Tuning – XRT Diagnostic/Troubleshooting Support Service[/url]
    8. General maintenance of the car – Brakes, Coolant, Transmission oil, Gear oil, Tyres, Alignment, etc, etc
  3. Tactrix Openport 2.0 Cable – http://www.tactrix.com/index.php?option=com_virtuemart&page=shop.browse&category_id=6&Itemid=53Download EcuFlash 1.44
  4. Ecuflash software – Download EcuFlash 1.44
  5. Romraider Software – Romraider.exe | Latest RomRaider LOGGER Definitions

 

Tuner needs


Now after all of the prelim ground work been done, the next task is finding a tuner. Remote tuning should not offer anything less. Actually it should offer more!
The tuner should be:-

  1. Very well Experience
  2. Should have excellent Customer Service – The community should highlight this.
  3. His work broadcast and can be seeing online
  4. Excellent Customer Reviews
  5. Very knowledgeable about his job and the car to be worked upon
  6. Excellent knowledge in Diagnostic and noting issues before issues gets out of hand
  7. Excellent Support Services – Phone, email, messaging
  8. Excellent communication skills
  9. Quick to respond within 4hrs
  10. Understanding of family committment and factors that affects the tune
  11. Excellent abilities in setting up computers and instructing/lecturing
  12. Be quick and excel in highlight your tune to you with graphs and data, if needed.
  13. Etc etc etc

 

Testing/Logging


Testing should be done as follows:-

  1. Follow your tuners direction precisely. Don’t do more than what is needed. If otherwise, seek advise.
  2. Relate any issues to the Tuner, even if you do no think it is important
  3. Safe area
  4. Cruising to spirited driving in areas to create minimal to high load stress on the car. These are mentioned below.
  5. Hills
  6. Varying environment conditions
  7. Flat roads, especially for dyno pulls. When performing dyno pulls, do not sit waiting for the car to heat soak. This will reduce power tremendously.

Please note the above should just wet your interest and should drive dialogue between you and the company/Tuner of interest.

XRT Subaru CVT Tuning

Subaru Tuning that affects CVT Operations & Performance by Xtreme Racing Tuning (XRT)

XRT have continue to master the operations and performance of the CVT through tuning and customer feedback and based on the results, we are offering that edge in tuning CVT models like what we did to the 5EAT and the 4EAT.

Generally, the following are expected when tuned (The Transmission Computer is not tuned):

  • Quicker shifting
  • Firmer shifting
  • Appropriate gear selection for less labouring or load on the engine
    Less ping/knocking due to the transmission wanting to be in high gear all the time.
  • Less pedal moving to make the transmission shifting
  • Better fuel mileage
  • Easy over-taking and maneuvering due to quicker acceleration due to the above points.

XRT Offers additional stages for CVT tuning.

  • Stage 1 – offers greater shifting and operations. This is the mode many requires if you want to have full control when the transmission shift for hill climbing, racing, over-taking etc.
  • Stage 2 (Full Sports Mode) – offers increase response and less throttle lag. Direct throttle control. Now you maybe able to spin those tires on moving off or get that maximum torque to the ground. Transmission Cooler is recommended if you plan to drive her hard

Graphical review of the CVT vs 5EAT – http://xtremeracingtuning.com/forum/viewtopic.php?f=100&t=692

For further reading and customer reviews, please visit – http://xtremeracingtuning.com/forum/viewtopic.php?f=122&t=695

Cobb AP Pro Tune & XRT: The Differences

For a few years now, customers been approaching XRT on a retune of their Cobbs’ AP, but we do not support the Cobbs AP at this time. We are not sure if we will every be due to a refocus into to Motorsports and Engine Management Systems, but knows such technology has its place in the industry.

Lets review my statement above.

I have been watching Rallying, Grand Touring, Touring and many other sports where named manufactures (BMW, Nissan, Porsche, Subaru, just to name a few) never reprogrammed their ECU’s to run those cars for such Motorsports, even when the power is close to stock and I always ask myself what were the reasons why this was done. As I matured in ecuflashing, Instructing in EMS courses and tuning EMS over the years, I came to understand why this is so, even if such technology was tempting, accessible and cost effective.

The Stock/OEM ECU/ECM:

  1. By design is just enough to support all functions of the stock car
  2. Cannot log at a high rate. This is needed to capture events for remediation
  3. Not powerful enough and high storage areas for Advance Engine Strategies and Operations (Antilag, Fuel, Ignition – all inter-related to multiple level mapping, Complex features and operations). Such enhancements comes in the form of FPGA’s implementations, dedicated CPU Processors per functions and the type of Processors used. For additional reading, please visit the following link –
    1. https://en.wikipedia.org/wiki/Field-programmable_gate_array
    2. https://www.design-reuse.com/news/6629/actel-fpgas-development-multiple-race-car-engine-control-units.html
    3. https://www.xilinx.com/video/hardware/what-is-the-difference-between-an-fpga-and-an-asic.html
  4. Do not have enough Inputs/Outputs (I/O’s) for additional functions for a sports car
  5. Ability to program in the field with new strategies for performance operations and access to new features. That is, changing the core functions of the device itself. Kind of like model versions upgrades all happening with just one devices without internal hardware architecture changes.

For a quick read, please review XRT owned link – EMS/Powertrain review thoughts

If all of the above continues to hold true going into the future (and I do not expect it to change due to production cost of vehicles), why then would I want to reflash the Stock/OEM ECU/ECM and as a tuner, not have the best in tuning for a very efficient and responsive engine?!?

That being said, we focus more on EMS tuning for specific operations and functions for an engine needing that edge in performance and development. 

The necessary skills, strategies, experience and mental aptitude is so extensive & intensive in this type of tuning and support, that one can achieve the highest goals needed for sports and performance tuning, in relation to the configurations of the car, driver needs and environments.

With such focuses highlighted and discussed above, XRT by its nature and having such backgrounds in these fields (tuning and support), can seriously, precisely and accurately provide reflashing services that is Top Class to none, taking every bit of time to provide the finest tunes in tuning your car, regardless if in Motorsports or every day street driving; especially when it comes to reflashing using Open-Source technology for tuning.

Bringing along those core aptitudes, customers can gain a new experience in tuning support and better operations of their cars. That is, achieving great review in whatever we do when working with the clients. One could accurately say we are customer oriented 🙂

So what do we do?

  1. Provides the greatest level of known support to clients in the tuning industry- http://xtremeracingtuning.com/forum/viewtopic.php?f=122&t=670
  2. Does not distinguish the difference between Local & Remote tuning
  3. Seek the best possible reviews as much as possible for the finest work in tuning of client cars – http://xtremeracingtuning.com/forum/viewforum.php?f=48
  4. Provide accurate detailed Diagnostic support throughout the tuning process or XRT Live Group supports
  5. Very log oriented. That is, clients must log for fine tuning; as much as possible. Logging defines the tune!
  6. Custom Tune all cars starting from Base-Line tunes to fine tuning. We do not make OTS (Off The Shelf) tunes the final tune.
  7. Work with the client closely in the optimisation of the tune while fine tuning.
  8. Encourage and insist greater levels of communication between XRT and clients. This provides the best possible experience in tuning and support.

So…. out of what we do, we just do it better by taking our time, which is reflected in our tunes and support that makes us different to other Tuners and tuning support companies. Logging and communication with our customers defines the outcomes.

 

AndrewC review on his XRT Tuned 2011 Subaru Legacy GT 2.5 6MT

AndrewC – 2011 USDM Subaru Legacy 2.5 GT 6MT

Atmospheric Pressure: 1017.3 hPa | IAT: 24C >> 22C

http://legacygt.com/forums/showpost.php?p=5641810&postcount=1
I was referred to XRT by a fellow member (golferdude1087) for a tune for my 5th gen LGT. I contacted Ed and he responded immediately with answers to my questions, helped me get setup with the necessary software, and sent the initial tune. Out of the box, it was a massive awakening for the car. Its the first time this car put that big of a smile on my face and even impressed my friend that drives a tuned 3 series. After a few days of back and forth with logs and tips, we are now on version 3 and it runs great. It pulls hard and smooth throughout the entire range and still gets decent mileage with “spirited” driving. The logger “dyno” numbers say about 275hp/340tq (wheel) compared to the stock 265hp/258tq (crank), a significant increase even if the software isn’t accurate. His tips on things to look for and areas to improve give me confidence that the tune will be safe too. I would definitely recommend an XRT tune to anyone looking for reliable power.

Atmospheric Pressure: 1013.3 hPa | IAT: 26C

From: AndrewC
Sent: Sunday, 11 June 2017 12:25 PM
To: EdwardM
Subject: Low end torque

Low end torque is much improved, to the point that small maneuvers like passing or cornering can be done without getting into boost. Accelerating from low rpm’s is also better, letting you stay in gear when you’d normally have to downshift.

Subaru Torque Management Patch (XTMP)

Subaru Tuning that affects the Torque Management Operations & Performance of the Engine by Xtreme Racing Tuning (XRT)

XRT continue to MASTER the Operations and Performance of the transmission (5MT, 6MT, 4EAT, 5EAT, CVT) delivery of TORQUE & POWER to the ground in any models utilising the 32bit ECU (Legacy, Impreza WRX & STI, XV, Crosstek, etc). This is seen through tuning, customer feedback and REAL results based and posted all over the internet, including here on XRT.

Addition reviews are here for Auto Transmissions:
Torque Management are already patched in those tuning!

Generally, the following are expected when tuned (The Transmission Computer is not tuned in the Automatic cars):

  • Quicker shifting
  • Firmer shifting
  • Appropriate gear selection for less labouring or load on the engine
  • Less ping/knocking due to the transmission wanting to be in high gear all the time.
  • Less pedal moving to make the transmission shifting
  • Better fuel mileage
  • Easy over-taking and maneuvering due to quicker acceleration due to the above points

Please remember that even Manual Transmission models are affected and are able to accelerate and spin tires easily and freely. Please disable Traction Control.

http://xtremeracingtuning.com/forum/viewtopic.php?f=122&t=743

Oil Recommendations: Motul Oils

Engine Oil


Gear Oil


GEAR 300 75W-90

TYPE OF USE
Specially designed for racing vehicle gearboxes : speed way, rallye, raid…

All mechanical transmission, synchronised or not synchronised gearboxes, gearbox/differential, transfer gearboxes and hypoïd differentials without limited slip system operating under shocks, heavy loads and low revolution speed or moderate loads and high revolution speed.

PERFORMANCES
STANDARDS API GL4 and GL5 / MIL-L-2105D

100% synthetic extreme pressure lubricant for an efficient anti wear protection, a better resistance at high temperature and a longer life time.

0% shear loss : Unshearable oil film in extreme conditions

MOTYLGEAR 75W-90


TYPE OF USE
Specially recommended for gearboxes hard to shift and/or noisy gearboxes.

All mechanical transmission, synchronised or not synchronised gearboxes, gearbox/differential, transfer
gearbox and hypoïd differentials without limited slip system operating under shocks, heavy loads and
low revolution speed or moderate loads and high revolution speed.

PERFORMANCES
STANDARDS API GL4 and GL5 / MIL-L-2105D

Extreme pressure lubricant for an efficient anti wear protection reinforced with synthetic base stocks for
a better resistance at high temperature and longer life time.

Transmission


DEXRON III

MULTI CVTF

 

EMS/Powertrain review thoughts

For 10yrs I been reviewing the best viable Engine Management Systems (EMS) for customers and their projects.

Customers tend to invest heavily in modifications, spending in excess of $3000USD in mods, while thinking less about EMS’ and their capabilities. Once such reason is due to the complexities of such key devices and how important there are.

Below are my thoughts on EMS determination:

  1. Ability to at an advance level, turn the knobs to effect critical engine operations
  2. Ability to accurately and precisely determine the next engine operation. The need for FPGA’s and possibly RISC processors for that, including precise coding for efficient software processing. The software that drives it all should be optimised for all of the hardware and the hardware optimised to work together efficiently and effectively; in a harmonious way.
    1. https://en.wikipedia.org/wiki/Field-programmable_gate_array
    2. https://www.design-reuse.com/news/6629/actel-fpgas-development-multiple-race-car-engine-control-units.html
    3. https://www.xilinx.com/video/hardware/what-is-the-difference-between-an-fpga-and-an-asic.html
  3. Strategies and analysis on Engine operations and management
  4. Support into known and hidden features to support the operations and management of engines and Powertrains. That is the ability to get customised firmware of software updates to you in the field. That implies the ability of the manufacture to execute change.
  5. Selective Scoping and high logging rate to capture events and operations

All of the above is achieve when manufactures are part of Engine Development like Life Racing/Syvecs, Motec, Pectel, Bosch and a few other top Powertrain manufactures.

XRT Logo Sticker

XRT Logo Stickers are for sale now.

Clive Sugden 2004 JDM STI Group N Tuned

http://xtremeracingtuning.com/forum/viewtopic.php?f=110&t=419

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http://www.youtube.com/watch?v=V4Y2D6B9 … r_embedded
http://www.youtube.com/watch?v=5jdVlkVrv8I