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Introduction

This document outlines some of the unique engine control unit (ECU) logic and tuning strategies relevant to Subaru's 2.4L DIT WRX. It is not the intention of this document to outline every difference but rather the most notable differences (known to date) that can impact your ability to tune effectively. ECU logic for the 2.4L WRX is very similar to the Subaru Ascent and other DIT models.

Associated Information

Please refer to the other DIT tuning supplement guides for additional information not described here (where applicable):

https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/742818406
https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/26870256

Applicable Vehicles

The following Subaru models are applicable to this document:

• 2022+ Subaru WRX 6MT

Table Descriptions

Besides this document, an additional resource for ECU logic details are the table descriptions shown in the Accesstuner software. These will show up in the lower left corner of the software for the current table that is selected. If not visible, make sure the "Table Description" check box is selected in the View menu. Additionally, the Help menu in the software contains links to documents that list all of these table descriptions as well as all of the data monitor descriptions.

ECU Changes

When compared to other DIT vehicles here are some of the notable differences in operation you can expect:

Limits

• Boost Reading (MAP Sensor Values)

  • Currently limited to a max of about 61.5 psig at sea level, not including the hardware limit for the factory MAP sensor (which likely is limited to about 24 psig at sea level). We have included the MAP calibration tables to account for the installation of an aftermarket MAP sensor. Keep in mind if you choose to replace it, the factory MAP sensor includes an IAT sensor to read air temperature in the manifold.

• Boost Target

  • Boost targets can go to a maximum of ~61.5 psig at sea level when the Boost Targets Max. Limit table is raised from its 24 psi limit.

• Load Limit

  • Limited to just under 4.0 g/rev.

• Injector Pulse Width (IPW)

  • At higher load with richer fuel targets, a hard-coded IPW limit can be hit that will cause IPW to go static in the 7.x ms range and the car to run leaner than expected. This is the same limit that was present in prior DIT that was addressed via the CCF Gen 2 features on the 15-21 WRX. The feature to expand the IPW limit has not yet been added to the 2.4L WRX ECU.

• Requested Torque

  • Internal values in the ECU cap the requested torque value at 350 N-m.

Throttle Mapping

The 2.4L WRX has some unique changes related to requested torque:

• Requested Torque

  • Tables are split by the estimated (calculated) gear position (1st through 6th). This ECU utilizes a new monitor (Gear Position ESTIMATED Req Torque) which tracks the unique gear position monitor used for table switching.

  • Due to internal ECU limits, the maximum Requested Torque value is capped at 350 N-m.

• Requested Torque (Gear Transition)

  • This table is used when the car is transitioning between gears.
    
    
    

Tuning Strategies

Light Load Knock

During testing, we observed that certain 2022 WRX vehicles can demonstrate very significant knock corrections under very “light duty” conditions. This typically occurs when:

• The driver reduces throttle input after an acceleration event, but does not lift off of the accelerator entirely, such as when reaching desired speed after leaving a stop light or entering the freeway.

• Engine Speed is between 2000 and 3000 RPM.

• Calculated Load is below 0.5 g/rev.

When this behavior begins:

• Feedback Knock Correction (FBKC) can rapidly increment negative into large absolute values

• It will often continue until the driver inputs change, such as increasing or decreasing accelerator position, or until the FBKC value reaches the maximum negative value allowed by the calibration.

• If you keep an eye on the Knock Sensor Noise Level Cylinder 3 monitor, you will typically see large spikes in the value.

• If you compare these spikes against the Knock Sensor Level Threshold Cylinder 3 monitor, you’ll see that any time the noise level exceeds the threshold, there will be an increment in the FBKC.
  
  

Our testing indicated that:

• The behavior is not consistent across cars but will be easily observed on the stock (or Stage0) calibration for those cars that are most heavily impacted.

• This issue is not specifically worsened or alleviated by changes in octane; it was observed on 91 octane fuel up to 96 octane fuel.

• It is unlikely that the noise is being generated by legitimate knock events and that it is mechanical/external noise (or another anomaly).

• Many FA24 vehicles, including Ascent, also exhibit the noise spikes on Cylinder 3, but often to a reduced maximum, effectively reducing or entirely negating the severity of the issue.

Mitigating the Light Load Knock

Our Stage1 maps have a series of small changes included that help reduce the frequency of these light load knock events, though larger changes may be needed depending on the vehicle and the specific behaviors observed.

Below you can see a visual representation of the issue occurring on an in-house test vehicle during early R&D efforts. This is on the stock calibration and a vehicle running 92 octane located in Portland, OR. The 3rd graph shows the noise spikes (red) exceeding the threshold (white), the 2nd graph shows FBKC incrementing downwards when those spikes occur, and the 1st graph shows the benign conditions under which it is occurring (Calculated Load below 0.5 g/rev, APP below 15%, etc.). While not shown in this graph, Cylinders 1, 2 and 4 do not demonstrate the noise spikes at all during this event.