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Intro to Datalogging

Whether you own a stock daily driver or a dedicated track car, keeping tabs on how your car is running is vital to making sure your car will last without needing expensive repairs.  While monitoring gauges on your car can let you know what is happening with a few parameters at a given moment, it won't be able to give you a full scope of how the car is running. In order to gain perspective over a wider range of time and parameters, we run a datalog.

Here's a good reference on how you actually create a datalog
How To: Datalog

What is a Datalog?

A Datalog is a file taken by the Accessport where it records a user-specified set of sensor data and/or information which the vehicle's computer is using to run the engine. This can include things from simple data like coolant temperature or boost, to how often the computer wants the fuel injector to be open during a given engine cycle.

Why Can't I Datalog Everything?

While each generation of ECU has different limitations there is generally a limit to the number of parameters you can select.  In most cases this is because the ECU needs to process the requests for data and output that information to whatever device is requesting it.  As a result, the more monitors you request, the more work the computer has to do in order to keep up.  On some vehicles as you approach the limit you won't see any differences until it simply cannot log more items.  However, on other platforms you will see the approach to the limit show itself as a slow down in the logging rate, so if you are logging a bunch of different items make sure to keep an eye on the amount of time in between each sample to keep things in perspective.

Things Every Good Datalog Needs

A Map with no reference points is never going to help you get from one place to another.  There are a few parameters that do wonders for helping to put other monitors into context, as well as showing your environment and driving style.

• RPM

•   This lets us see what speed the engine is moving at in Revolutions Per Minute.  Additionally, conditions of acceleration, deceleration, and maintaining a steady speed will all cause variations in the fueling, ignition timing, and boost.

• Throttle Position (ETC Angle or TPS)

  • How far open the throttle is open changes airflow to the engine and when combined with the RPM helps to give an indication of the amount of load the vehicle is under.

• Accelerator Pedal Position - APP

  • Measures the amount the accelerator pedal is pressed down by the driver.  Does not always equate to the same amount of throttle position and can give us additional information similar to what throttle position offers.

• Barometric Pressure (when available)

  • A Measure of Barometric Pressure which is the air pressure at your location caused by multiple factors like temperature and elevation.  Different pressures have an impact on air density which in turn will impact the amount of fuel necessary as well as peak boost and the way in which the turbo spools.   At lower pressures (higher elevation) the turbocharger will have to work harder to achieve the same boost pressures.

Quick Reference Guide - MK6

Quick Reference Guide - MK7

TSI 2.0T Direct Injected 

• 2008-Current GTI

• 2015-Current Golf R

SubaruVolkswagen's latest and greatest engine which iteration of motors, the TSI platform, utilizes Direct Injection (DI) rather than the port injection of the previous generation.   On a traditional port injected engine, the fuel injectors are positioned to fire down into the intake port of the cylinder head towards the back of the intake valve.   On the new engines equipped with Direct Injection, the injectors are positioned to actually fire directly into the combustion chamber.   Along with those changes Subaru Volkswagen made an effort to tighten things up a bit to improve things like emissions and fuel economy, while avoiding the loss of performance.   We see these changes in the cars programming in the way it handles different changes and types of driving.   While still retaining many of the same systems and monitors from previous generations, some of the monitors are made a little bit more fluid than in previous iterations.  On previous generations the Dynamic Advance Multiplier (DAM) would be expected to stay at one value the majority of the time unless the car has seen some sort of changes or an event which required it to be altered (long trips, poor fuel quality etc.).  With the new DI cars we typically expect the DAM to be a little bit more fluid than before, with the expected value to vary a little bit even when otherwise running normally.  Other changes we see involve the knock system.  When running relatively lean at times of part or no throttle cruising, knock events and changes to feedback knock are going to be much more commonplace than on the older vehicles.  This is completely normal and expected from the OEM logic and is not altered when using a COBB off-the-shelf map.  One other notable is that with other DIT platforms (i.e. VW, BMW, Mazda), the fuel pumps in Subaru DIT vehicles are not designed for ethanol use beyond 10-15%.

The venerable EJ engine has been rumbling into our hearts from it's first introduction nearly 3 decades ago.  Through dozens of configurations and iterations from front-wheel-drive naturally aspirated to all-wheel-drive twin turbo, many add this flat-four to the list of best 4-cylinder engines of all time.  While it is a very well-known platform at this point, there are a few specific issues that crop up with some vehicles that are important to keep in mind. 

The 08-14 STI (as well as the current generation of 15-18) have a relatively well known problem known as a fuel stumble.  Due to the way the fuel flows through the stock fuel system at certain positions of fuel flow you'll see your fuel pressure unexpectedly drop, causing a stumble in your vehicle's acceleration.  While there are many different options to fix this, we've seen that some options will work for some vehicles, while others won't.  The most thorough way we've found to resolve this issue is to replace most of the fuel system in the engine bay, while leaving a few of the fuel lines as rubber.  While not as durable (or good looking) as AN lines and fittings, the rubber lines have more flexibility and elasticity to their makeup.  This means that any odd surges in fuel pressure can be partially cancelled out by the rubber hose.

The 15-18 STI are all great cars straight from the factory, and respond very well to modification. That being said, the fuel system is not nearly up to the task. We were unable to get the fuel levels into a safe territory when utilizing both a downpipe and an intake. So unless you step up to the the necessary fuel system modifications, you won't be able to reach the air fuel ratio required in order to safely run both an intake and downpipe.  However, the cure for the fuel stumble listed previously also happens to solve this problem, leaving your car with a fuel system that can handle E85 and some further modifications without trouble.

the Volkswagen platform does have a Fuel Quality monitor, unlike other platforms it does not display any changes until there has been prolonged knock seen the motor, so it is important to put in the best fuel possible that your vehicle is calibrated for. 

Special Notes:

Custom Tunes

With a custom tune, keep in mind that since they're made to specifications other than what we use, normal values may vary.  For troubleshooting on a custom map reach out to the Protuner responsible for your tune and they should be able to help you out!

Built Engines

In the quest for ever more speed and power, eventually you come to the point of ordering up a built engine block, or even having one custom built to your specifications.  This is an incredibly exciting day, as you'll no longer be held back by the limitations of the stock bottom end and can explore the upper limits of what your car (and in some cases you) are capable of.  Similar to swapping for another stock engine, you'll need to get a custom tune in order to keep your engine running safe and in optimal condition.  An added reason for this is that when using aftermarket parts that are forged or billet, there are differences in how much expansion the materials will undergo when they start to absorb the heat of the engine running.  As a result when attempting to run a stock tune with a built engine, you'll probably see a lot of knock numbers from piston noise.  It's important to tune the car appropriately for that so that these false knock readings don't mask the ones which are real, just like brakes can help you avoid an accident and keep your car safe, a tune can help avoid detonation or running lean, and keep your new engine safe.

Links

How To: Update Accessport Firmware - Can provide assistance with getting your Accessport running the most up-to-date firmware.

How To: Change Datalog Monitors - Shows you how to adjust your datalog monitors so that you are viewing what you'd like to look at.

SUBARU CALIBRATION SUPPORTVolkswagen Map Notes - A link to the map notes for all Subaru Volkswagen vehicles.  This way you can determine what map you should be on for the parts equipped on your vehicle.

Subaru Monitor ListVolkswagen Monitor List - Mk6 GTI - A list of all data monitors used by the MK6 GTI platform.

Volkswagen Monitor List - Mk7 GTI/Golf R - A list of all data monitors used by the various Subaru platformsMK7 GTI/Golf R platform.

Customer Support

Email: support@cobbtuning.com

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866.922.3059