Thought Id write a little FYI on stacking. Primarily just going over some of the basics and what I do
hopefully this may help others be more comfortable with this setup.
Well I just started typing and turned out to be very long and maybe confusing, but ask any questions.
First, simply, what does Procede do? It has couple primary responsibilities:
Boost: The Procede intercepts the TMAP signal and takes this info to directly control the boost solenoids based on a simple WG map and PID. This works very well compared to the DME at higher boost levels basically the user can dial in any boost curve desired. The Procede then communicates actual boost to the DME based on the CANbus boost setpoint value.
Throttle: Throttle is measured directly and boost is set based on foot position after a certain point. Up to this point, boost is set at about 1psi higher than DME boost setpoint, with potentially some variation based on boost gain. I have always used 100% for gain, since experimenting with less, I found boost targeting after a shift slower with anything less than 100%. But I dont know what boost gain specifically alters. DME throttle mapping will be the primary effect of boost setpoint.
AFR: Set by biasing O2 signal. About 3 (or 4) points richer and leaner max ranges.
Fuel Pressure: how the Procede increases fuel volume. It takes the rail pressure voltage and reduces it so the DME thinks it has not reached desired setpoint and thus more fuel volume is added. It is not crucial to meet pressure target, as the DME will compensate in IPW also.
Ignition Timing: The crank angle signal to the DME is altered to directly change ignition timing.
Meth: Tuning is altered based on meth flow, so max aggression at 100% flow. If have PWM valve, DC can be set for various boost and max flow is also set based on DC.
So the purpose of stacking is to tune parameters like AFR, VANOS, and increase fueling base. The standard Procede on the stock tune works very well, but my motivation was more out of curiosity since I have both tunes. Also I am hoping for cooling system options in the future.
For someone already running Cobb primary advantage is meth integration. Very good peace of mind knowing your tuning is set per the conditions. Gives more opportunity for higher aggression.
Also I dont like the peaking torque curve of Cobb because so far it seems that mid-range boost has to be raised in order to increase top-end boost. This peak doesnt really help acceleration by much, but instead just adds to clutch, turbo wear, heat basically unnecessary in my opinion.
Settings
ATR Load: I like a load target well below my max boost settings so that hotter temps wont effect my desired settings. I set around 140 which is about 11psi peak at 105degF. You can alter load limit factor ECT to account for this though.
ATR Throttle: you can copy the desired Torque Request tables from Cobb maps. Keep in mind that some of these maps, even some LT, will max load at <100%... Procede will then be linear to 100%.
ATR AFR: set what you desire. Keep in mind that your actual load will be higher then the max DME setpoint so try and correlate these based on Procede setpoints. Depending on when you max load based on throttle you may have steady AFR for multiple boost setpoints. You can keep the progression by using the Procede offset if you want, but not necessary. For rev2.5 this is 0-50 = -4-0 point offset and 0-4 points for 50-100. Procede value of 50 is Cobb setpoint (pass through) which I use across the table.
ATR Ignition Timing: simplest method is to set you desired timing at max throttle load for WOT and increase down to about load of 90. Below 90 stock mapping ok. Actually this can get a little complicated and there's various ways to do this with minor offsetting. A lot depends on your throttle mapping also. Be conservative at first.
Procede Timing offset: used mainly for the off-meth, less aggressive map.
NOTE: I add some offsetting for retard and advance to increase flexibility for various conditions.
Procede Open Loop: because I set a fairly lowish load target through ATR I still use fuel pressure biasing, but at a much lower offset then Procede alone.
ATR VANOS: transport intake and exhaust moving warm tables from the Cobb map thats similar to your settings. And depending on the difference between Procede, Cobb boost setpoints you may want to increase some values in the lower load cells.
Some notes:
Logging CAN DME setpoint and/or actual will give a good indication of the boost to load, so you can set your mapping accordingly. Or you can log your Cobb base map with the AP.
For loading maps, clearing codes with AP while car is off you do NOT have to be in map0 (pass through).
Some logs:
First is boost and boost setpoint notice how closely they match. DME setpoint and Procede setpoint are also graphed together. Fuel trims match nicely around 0. This is at OL of 40%, so I have plenty of room.
The next log is stepping throttle, again showing the boost control. Notice DME and Procede setpoints following closely by about 1psi until DME is maxed. AFR very steady, and as you can see steady from 10 to 14psi this is because max load is reached around 70% throttle. I actually like this because its easier to tune the top end, but truthfully some of the Cobb throttle mapping is slightly confusing and havent wanted to really mess with it yet. Another note at the very beginning of the pull, you see boost slightly higher then setpoint this is common with the n54 since the throttle is partly closed at this point.
Oh boy, done I think. I guess my reason for writing the long thread is to maybe get more ATR peeps interested in stacking it is the most powerful tuning combo at this time mainly because you can increase meth tuning aggression with more peace of mind and sustain higher boost in the top end for more average power.
Well I just started typing and turned out to be very long and maybe confusing, but ask any questions.
First, simply, what does Procede do? It has couple primary responsibilities:
Boost: The Procede intercepts the TMAP signal and takes this info to directly control the boost solenoids based on a simple WG map and PID. This works very well compared to the DME at higher boost levels basically the user can dial in any boost curve desired. The Procede then communicates actual boost to the DME based on the CANbus boost setpoint value.
Throttle: Throttle is measured directly and boost is set based on foot position after a certain point. Up to this point, boost is set at about 1psi higher than DME boost setpoint, with potentially some variation based on boost gain. I have always used 100% for gain, since experimenting with less, I found boost targeting after a shift slower with anything less than 100%. But I dont know what boost gain specifically alters. DME throttle mapping will be the primary effect of boost setpoint.
AFR: Set by biasing O2 signal. About 3 (or 4) points richer and leaner max ranges.
Fuel Pressure: how the Procede increases fuel volume. It takes the rail pressure voltage and reduces it so the DME thinks it has not reached desired setpoint and thus more fuel volume is added. It is not crucial to meet pressure target, as the DME will compensate in IPW also.
Ignition Timing: The crank angle signal to the DME is altered to directly change ignition timing.
Meth: Tuning is altered based on meth flow, so max aggression at 100% flow. If have PWM valve, DC can be set for various boost and max flow is also set based on DC.
So the purpose of stacking is to tune parameters like AFR, VANOS, and increase fueling base. The standard Procede on the stock tune works very well, but my motivation was more out of curiosity since I have both tunes. Also I am hoping for cooling system options in the future.
For someone already running Cobb primary advantage is meth integration. Very good peace of mind knowing your tuning is set per the conditions. Gives more opportunity for higher aggression.
Also I dont like the peaking torque curve of Cobb because so far it seems that mid-range boost has to be raised in order to increase top-end boost. This peak doesnt really help acceleration by much, but instead just adds to clutch, turbo wear, heat basically unnecessary in my opinion.
Settings
ATR Load: I like a load target well below my max boost settings so that hotter temps wont effect my desired settings. I set around 140 which is about 11psi peak at 105degF. You can alter load limit factor ECT to account for this though.
ATR Throttle: you can copy the desired Torque Request tables from Cobb maps. Keep in mind that some of these maps, even some LT, will max load at <100%... Procede will then be linear to 100%.
ATR AFR: set what you desire. Keep in mind that your actual load will be higher then the max DME setpoint so try and correlate these based on Procede setpoints. Depending on when you max load based on throttle you may have steady AFR for multiple boost setpoints. You can keep the progression by using the Procede offset if you want, but not necessary. For rev2.5 this is 0-50 = -4-0 point offset and 0-4 points for 50-100. Procede value of 50 is Cobb setpoint (pass through) which I use across the table.
ATR Ignition Timing: simplest method is to set you desired timing at max throttle load for WOT and increase down to about load of 90. Below 90 stock mapping ok. Actually this can get a little complicated and there's various ways to do this with minor offsetting. A lot depends on your throttle mapping also. Be conservative at first.
Procede Timing offset: used mainly for the off-meth, less aggressive map.
NOTE: I add some offsetting for retard and advance to increase flexibility for various conditions.
Procede Open Loop: because I set a fairly lowish load target through ATR I still use fuel pressure biasing, but at a much lower offset then Procede alone.
ATR VANOS: transport intake and exhaust moving warm tables from the Cobb map thats similar to your settings. And depending on the difference between Procede, Cobb boost setpoints you may want to increase some values in the lower load cells.
Some notes:
Logging CAN DME setpoint and/or actual will give a good indication of the boost to load, so you can set your mapping accordingly. Or you can log your Cobb base map with the AP.
For loading maps, clearing codes with AP while car is off you do NOT have to be in map0 (pass through).
Some logs:
First is boost and boost setpoint notice how closely they match. DME setpoint and Procede setpoint are also graphed together. Fuel trims match nicely around 0. This is at OL of 40%, so I have plenty of room.
The next log is stepping throttle, again showing the boost control. Notice DME and Procede setpoints following closely by about 1psi until DME is maxed. AFR very steady, and as you can see steady from 10 to 14psi this is because max load is reached around 70% throttle. I actually like this because its easier to tune the top end, but truthfully some of the Cobb throttle mapping is slightly confusing and havent wanted to really mess with it yet. Another note at the very beginning of the pull, you see boost slightly higher then setpoint this is common with the n54 since the throttle is partly closed at this point.
Oh boy, done I think. I guess my reason for writing the long thread is to maybe get more ATR peeps interested in stacking it is the most powerful tuning combo at this time mainly because you can increase meth tuning aggression with more peace of mind and sustain higher boost in the top end for more average power.