Since our initial entry into the Ford platform in December of 2012 we have delivered industry leading support, calibrations, hardware, and software for several EcoBoost powered vehicles! We've listened to the community, monitored the development of the aftermarket, and added support as products developed. We strive to be industry leaders and educate the community to make empowered decisions. The culmination of this passion to deliver the ultimate tuning solution has lead us to create amazing new features inspired by you; our customers. COBB is proud to bring exciting new features and functionality for your vehicle!

What is it?

A fully customizable feature framework that is powered by community innovation and feedback. We have created a base set of features that enable 5-way Map Switching, Traction Control, additional wastegate duty cycle compensations, per-gear TIP targets, hot swappable launch control, Flat-Foot-Shifting (FFS), and many other useful features. Available only from COBB!

Why would you do such a thing?

Together we have discovered many nuances that can prevent the tuning process from being simple and straightforward. By adding our custom code to the ECU we can unlock the true potential of the aftermarket and deliver solutions that continue to push the platform further.

What else is possible?

With this framework in place, we have the ability to add new features or functionality to your ECU. Have an idea or a suggestion that could make more power or enhance the driving experience? Chances are we can make it happen! Submit your ideas and suggestions to support@cobbtuning.com and we'll do our best to incorporate them in future updates.

General Notes About Configuring Features

Generally, each feature or table can be individually enabled as desired. If a feature is disabled, OEM logic will be used. Features may have multiple strategies and can have standard or advanced modes. By default only one of five map slots are enabled and all slot based features are disabled. If more than 1 slot is desired, modify the "Active Map Slots" table accordingly. This table can be adjusted in realtime. As long as the value in the Active Map Slots is great than 1 and up to 5, this value can be live adjusted upwards/downwards between 1-5. As an added bonus, the vehicle tachometer will indicate the current map slot in 1000 RPM increments when this is modified. 

Configuration settings must be changed to take advantage of most custom features.

Feature: 5-Way User Selectable Map Switching

Description

Map switching allows for instant changes to several tables inside the vehicles calibration without having to re-flash the ECU!  Each "map slot" is grouped into a folder found inside the Map Switching Features group. When a map slot is selected by the driver, the ECU will use the corresponding values as defined in each folder.

Dependencies / Requirements

Compatible calibrations and firmware must be used to take advantage of this feature. Only features that have been configured as enabled will be used. Conditions must also be met in order to use the feature.

Using This Feature

Map switching can be performed while the vehicle is moving. Changing map slots is done by using the cruise control buttons on the steering wheel, on the Accessport itself, or within Accesstuner software.

To adjust the map slot using the cruise control buttons, first, ensure the cruise control system is OFF.  Next press the Map Switching Menu Button on the steering wheel to activate the user interface (see the CC button assignments document below). 

An indicator of the currently active map slot will show on the tachometer in increments of 1000. To change map slots use the Slot Up and Slot Down buttons until the desired map slot is selected. The tachometer will resume normal operation after ~2.5 seconds and the map switching menu will automatically exit after ~10 seconds of inactivity. If the vehicle begins to move or the cruise control OFF or ON/OFF button is pressed, this map switching user interface will be disabled.

To adjust the map slot using the Accessport, navigate to the main menu of the AP, select TUNE — ADJUSTMENTS — CHANGE MAP SLOT — Select the desired map slot.

To adjust the map slot using the Accesstuner software, open the COBB Custom Features folder, select Map Switching Features Folder and make the desired adjustments.

Open

What To Monitor

To see the currently active map slot, use the (CCF) Map Slot monitor.

Warnings

The end-user accepts all risks and responsibilities when using this feature.

Feature: Launch Control (MT Only, Hotswap LC unavailable on the Focus RS)

Description

Launch Control (LC) is a system to help the driver and vehicle perform more consistently during take off.  The COBB LC system has been designed to offer greater flexibility of existing OEM-like control, along with the ability to add future functionality. Several new requirements and conditions have been added to allow a single calibration to be used on the street, strip, track, and dyno. 

Our solution provides two styles of engine speed control. The default is Hard Cut for those who prefer to build boost while preparing to launch. The alternate is Soft Cut for those who prefer to launch the vehicle without building (as much) boost. The latter method avoids placing undue stress on the engine by utilizing the OEM Target N control PID systems. 

This feature is included in our 5-way map switching table assortment. There are 3 tables in total that will need to be modified per map slot if the Enable Switch (5-Way LC Hard/Soft Cut Rev Limit) settings are enabled. If they are not enabled for 5-Way operation the value in Map Slot 1 of the switchable table values will be used for operation.

Additionally, we have added the Launch Control (Hard Cut) Offset table to allow both launch limiter methods to be set at the same RPM without interfering with one another. This offset value is added to the Hard Cut limiter in the event that it is lower than the Soft Cut limiter. This is due to the logic in the ECU that will choose the lower of all active rev limiters. For example, if you wanted a hard cut launch set to 3500rpm, and a soft cut launch set at 4000rpm, the offset would need to be set to at least 600rpm so that the soft cut will be lower during its activation. We recommend making sure the delta between the two limiters is at least +500rpm for best results.

Dependencies / Requirements

See the RPM Features sub-folder inside of the COBB Custom Features main folder for configuration settings.

• Launch Control is enabled by activating Master Switch (Launch Control). If this switch is not enabled, the vehicle will function the same as OEM.

• Normally, the Clutch Pedal is required to activate the LC system. This ensures the vehicle disengages a lower RPM limit during acceleration as soon as the clutch is released. However, for some vehicles it can be beneficial to "ride" the launch limiter while the tires gain traction and disengage the RPM limit via the Exit Speed (Launch Control).  To disable the clutch pedal requirement activate the Enable Switch (LC Clutch Pedal Bypass).

• Set the desired exit speed using the Exit Speed (Launch Control) table.

• The last of the requirements is the Activation Threshold (APP).  This is the minimum required accelerator pedal position needed to activate the LC system when all other requirements are met.

Using This Feature

There are multiple conditions that must be met in order for the LC feature to be used.

• Burnout mode must not be active (see more about the Burnout Mode feature below).

• Vehicle Speed from the un-driven wheels must be under the Exit Speed (Launch Control).

• Accelerator Pedal Position must be over the Activation Threshold (APP).

• The vehicle must be in neutral, 1^st or 2^nd gear.

• The Clutch Pedal Position must be at least partially engaged if the Enable Switch (LC Clutch Pedal Bypass) is not activated.

• To utilize the Hard Cut limiter, only the previous conditions are required.

• To utilize the Soft Cut limiter, the Hotswap LC button must be held down (if available).

Once the vehicle is launched and conditions are no longer met the ECU will resume normal operation of the engine speed limiters.

What To Monitor

(CCF) LC Status – Status of the launch control feature. 0=Inactive, 1=Active.
(CCF) Driving RPM Limit – The currently active driving rev limiter (primary limiter).
(CCF) LC HC RPM Limit – The current RPM target for use with the Launch Control feature.
(CCF) LC SC RPM Limit – The current RPM target for use with the Hotswap LC feature.

Warnings

WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine, clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using these features.

Feature: Launch Control (Focus RS Only)

Addendum coming soon!

Feature: Burnout Mode (unavailable on the Focus RS)

Description

This feature was developed initially as a protection against over-revving during a burnout, but also to remove complexity from the tire warmup process while preparing for a blast down the strip. It's also great for "demonstrations" to those who don't believe that your EcoBoost can light 'em up! Burnout mode offers two styles of engine speed control, Hard Cut and Soft Cut. While similar to Launch Control operation, the Throttle Cut used in Burnout mode takes advantage of additional OEM torque control systems to provide enough power for burnouts when a Fuel Cut is not necessary. This is a configurable setting using the Strategy Switch (Burnout Mode) table.

Dependencies / Requirements

There are multiple conditions that must be met in order for the burnout feature to be used.

• The Master Switch (Burnout Mode) must be enabled for this feature to be used.

• Set the RPM limit for Burnout Mode with the Rev Limit (Burnout Mode) table.

• Set the desired exit speed using the Exit Speed (Burnout Mode) table.

Using This Feature

• Launch Control (if available) must not be active.

• The Burnout button must be held down.

• Vehicle Speed from the un-driven wheels must be under the Exit Speed (Burnout Mode).

• The vehicle must be in neutral, 1^st or 2^nd gear (shared logic with Launch Control).

If the Burnout button is released or conditions are no longer met the ECU will resume normal operation of the engine speed limiters.

To perform a burnout using the burnout button, follow these simple steps:

Automatic Transmission Vehicles

1. If equipped with a drive mode switch, set the drive mode to "Track".

2. Hold the traction control button down for ~6sec to disable Advancetrac.

3. Set the shifter into the "S" selector and tap the "-" paddle to engage manual shifting mode.

4. Hold your left foot on the brake.

5. Hold the Burnout button down.

6. Push the accelerator pedal to the floor.

7. Modulate the burnout with your left foot. We also recommend shifting into 2^nd gear.

8. Once the tires are warm, release the brake, accelerator pedal, and the burnout button!

Manual Transmission Vehicles

1. If equipped with a drive mode switch, set the drive mode to "Track".

2. Hold the traction control button down for ~6sec to disable Advancetrac.

3. Press and hold the clutch in and put the car into 1^st gear.

4. Hold the Burnout button down.

5. Push the accelerator pedal to the floor and release the clutch.

6. Immediately after releasing the clutch, place your left foot on the brake pedal.

7. Modulate the burnout with your left foot.

8. Once the tires are warm, release the brake, accelerator pedal, and the burnout button!

What To Monitor

(CCF) Burnout Status – Status of the burnout feature. 0=Inactive, 1=Active.

Warnings

WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine, clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using these features. 

Feature: Flat-Foot-Shifting (FFS) (MT Only)

Description

FFS was designed to allow your foot to remain on the accelerator pedal while shifting quickly.  The system temporarily lowers the rev limiter so the engine is not over-revved when the clutch is pressed. This allows for more aggressive, quick, and safe shifts.

Dependencies / Requirements

• The Master Switch (Flat Foot Shifting) must be enabled for FFS to be used.

• Accelerator Pedal Position must be over the Activation Threshold (VSS) table value.

• Vehicle Speed must be over the Activation Threshold (VSS) table value.

• The clutch pedal must be at least partially engaged.

Using This Feature

• Simply accelerate to an RPM greater than the Flat Foot Shifting Limiter while maintaining an Accelerator Pedal Position higher than the Activation Threshold (APP) and push the clutch in. Engine Speed will drop and hold at the RPM specified in the table.

What To Monitor

(CCF) FFS RPM Limit – The current RPM target for use with the Flat-Foot-Shift feature.
(CCF) FFS Status – The status indicator for the Rev Limit FFS feature (1=Active). 

Warnings

WARNING: Launch Control, Flat-Foot-Shift (LC/FFS), and Burnout Mode are abusive to the engine, clutch, transmission, axles, and differential. The user accepts all risks and responsibilities when using these features. 

Feature: Wastegate Duty Cycle

Description

This feature has been designed to aid those who are using boost control as a priority in their tuning strategy. There were several caveats found in the OEM wastegate controls that could result in inconsistent boost control under varying conditions. There were also several complex algorithms involved in the turbo model that prevented easy calibration with upgraded turbochargers. With the following system in place, achieving consistent and reliable boost control is realized.

Dependencies / Requirements

• The Master Switch (CCF WG Features) must be enabled for any of features in the Wastegate Duty Cycle sub-folders.
   

• Note: There are additional compensations depending on application, such as Battery Voltage, Soak Temp, etc… that are applied prior to the final calculation of WGDC. These compensations are subtracted from (CCF) WGDC Final. While minimal, keep these additional compensations in mind when calibrating wastegate control.

What To Monitor

• (CCF) WGDC Base shows the value as looked up from the COBB WGDC Base table.

• (CCF) WGDC Pre-Final shows the value after Barometric Pressure and Temperature (AAT/IAT/ECT) compensations have been applied. 

• (CCF) WGDC Final shows the value after all compensations, including Boost By Gear.

Warnings

Improper settings for boost control can lead to over-boosting conditions. If not properly limited, excessive boost pressure can cause engine damage.

Using This Feature

This new table utilizes a configurable pressure along the X-Axis and Engine Speed (RPM) along the Y-Axis. You can choose between Manifold Absolute Pressure, TIP Desired, or TIP Actual to accommodate tuning preference by modifying the X-Select (5-Way WGDC Base) table accordingly.

Using pressure allows the table to act as a pseudo self-contained PID system by creating a slope in between pressure points for wastegate duty cycle regulation. With proper values, boost control can be extremely tight with minimal oscillation. Combined with our WGDC Compensations and other 5-way features, the use of these tables offers a simple and efficient means to create multiple boost levels for varying conditions and fuels.

To enable the COBB WGDC Base tables, simply set the Master Switch (CCF WG Features) and Enable Switch (5-Way WGDC Base) to 1. By doing this, you will also automatically enable* the 5-way WGDC Compensation Modes. Be sure to check over the settings in each of your map slots to ensure proper base settings and compensations are being used.

• Note: A full blown PID controller is in the works, stay tuned for updates!

*If the 5-way WGDC Base feature is enabled, but the 5-Way WGDC Base strategy is not, the code will automatically enable 5-way WGDC Compensation Modes for you. This is done as a protection as Modes 3 and 4 are only available when the 5-way WGDC Base strategy is active.

Feature: Wastegate Compensations / Modes

Description

This feature has been designed to aid those who are using boost control as a priority in their tuning strategy. There were several caveats found in the OEM wastegate controls as well as the initial implementation of the COBB WGDC Base that could result in inconsistent boost control under varying atmospheric conditions. With the following system in place, achieving consistent and reliable boost control can be realized. Please use the diagram as a logic overview and reference.

Dependencies / Requirements

• The Master Switch (CCF WG Features) must be enabled for any of features in the Wastegate Duty Cycle sub-folders.

Using This Feature

See the outline of WGDC Compensation modes below.

What To Monitor

See the outline of WGDC Compensation modes below.

Warnings

Improper settings for boost control can lead to over-boosting conditions. If not properly limited, excessive boost pressure can cause engine damage.

(Canister Pressure Strategies)

WGDC Compensation Modes 1 & 2 (Non 5-way and 5-way)

There are 2 compensation modes available when the Enable Switch (5-Way WGDC Compensation Mode) is set to 0. These 2 modes were designed for stock turbo configurations which utilize the OEM WGDC Base table. For those wishing to use the COBB WGDC Base, please see the description for modes 3-4.

• Mode 1 – Functions like stock, but with added Barometric Pressure and a X-Select (Temperature) (AAT/IAT/ECT) compensation.

• Mode 2 – Incorporates Mode 1 + additional compensations for Charge Air Temperature, TIP Boost Error, and Load Error. This allows for an immense amount of control over the wastegate.

• By default all of the switchable map values for WGDC Compensation Mode are set to 1.  Refer to the (CCF) WGDC Comp Mode monitor to view the currently active mode. 

(Canister Pressure Strategies)

WGDC Compensation Modes 3 & 4 (Only available in 5-way configuration)

There are 4 compensation modes available when the Enable Switch (5-Way WGDC Compensation Mode) is set to 1. The first 2 modes were mentioned earlier and still use the OEM WGDC Base table. The remaining 2 modes will use the COBB 5-way WGDC Base table. This allows a massive amount of customization for each map slot!

• Mode 3 – Identical to Mode 1, but uses the COBB 5-way WGDC Base table.

• Mode 4 – Identical to Mode 2, but uses the COBB 5-way WGDC Base table.

NOTE: If the 5-way WGDC Compensation Mode feature is enabled, but the 5-Way WGDC Base strategy is not, the code will automatically enable 5-way WGDC Base for you. This is done as a protection as Modes 3 and 4 are only available when the 5-way WGDC Base strategy is active.

How These Compensations Are Applied

The compensations have a specific order and operation. This is done to ensure that atmospheric and temperature conditions are accounted for at all times. See below for the math that is working behind the scenes! Note that Barometric Pressure and Temperature compensations are always active regardless of the compensation mode.

• (WGDC Base * Baro. Comp) * Temperature Comp. = 

• WGDC Base * CAT Comp. = CAT Comp %

• WGDC Base * TIP Boost Error Comp. = TIP Boost Error Comp %

• WGDC Base * Load Error Comp. = Load Error Comp % (Note: Load Desired (Tq Ctrl) – Load Actual = Load Error)

• ((CCF) WGDC Final - VBAT Comp.) * WGDC Heat Soak Comp. = WGDC Actual % 

• WGDC Actual % can then be modified by Boost By Gear before being clipped between 0-100%.

All of these calculations are done continuously and are combined into the (CCF) WGDC Final monitor according to the active (CCF) WGDC Comp Mode. The (CCF) WGDC Final value will then subtract the OEM WGDC Battery Compensation, multiply that value by the WGDC Heat Soak Compensation, and finally clipped the result between 0-100% to become WGDC Actual.

(Airflow Strategies)

WGDC Compensation Modes 1-3 (Non 5-way and 5-way)

There are 3 compensation modes available when the Enable Switch (5-Way WGDC Compensation Mode) is set to 0. These 3 modes were designed for stock turbo configurations which utilize the OEM WGDC Base table. For those wishing to use the COBB WGDC Base, please see the description for modes 4-6.

• Mode 1 – Functions like stock, but with new clipping points available for the P-Term and the PI-Error. Also includes Barometric Pressure and a X-Select (Temperature) (AAT/IAT/ECT) compensation. These clipping points do not exist in the OEM implementation and allow limiting the range of PID response on the P-Term as well as the aggression of the I-Term.

• Mode 2 – Incorporates Mode 1 + additional compensations for Charge Air Temperature, TIP Boost Error, and Load Error. This allows for an immense amount of control over the wastegate.

• Mode 3 – Disables the OEM P-Term and I-Term. This method uses only the OEM WGDC Base table + the new Barometric Pressure, Temperature (AAT/IAT/ECT), Charge Air Temperature, TIP Boost Error, and Load Error compensations. This is meant for those that do not wish to use or have not had positive results with the OEM P/I controls.
   

• By default all of the switchable map values for WGDC Compensation Mode are set to 1.  Refer to the (CCF) WGDC Comp Mode monitor to view the currently active mode. 

(Airflow Strategies)

WGDC Compensation Modes 4-6 (Only available in 5-way configuration)

There are 6 compensation modes available when the Enable Switch (5-Way WGDC Compensation Mode) is set to 1. The first 3 modes were mentioned earlier and still use the OEM WGDC Base table. The remaining 3 modes will use the COBB 5-way WGDC Base table. This allows a massive amount of customization for each map slot!

• Mode 4 – Identical to Mode 1, but uses the COBB 5-way WGDC Base table.

• Mode 5 – Identical to Mode 2, but uses the COBB 5-way WGDC Base table.

• Mode 6 – Identical to Mode 3, but uses the COBB 5-way WGDC Base table.

NOTE: If the 5-way WGDC Compensation Mode feature is enabled, but the 5-Way WGDC Base strategy is not, the code will automatically enable 5-way WGDC Base for you. This is done as a protection as Modes 4, 5, and 6 are only available when the 5-way WGDC Base strategy is active.

How These Compensations Are Applied

The compensations have a specific order and operation. This is done to ensure that atmospheric and temperature conditions are accounted for at all times. See below for the math that is working behind the scenes! Note that Barometric Pressure and Temperature compensations are always active regardless of the compensation mode.

• WGDC Base * CAT Comp. = CAT Comp %

• WGDC Base * TIP Boost Error Comp. = TIP Boost Error Comp %

• WGDC Base * Load Error Comp. = Load Error Comp % (Note: Load Desired (Tq Ctrl) – Load Actual = Load Error)

• WGDC P-Term = WGDC P-Term % (Now clipped between PID P-Term (Min) and PID P-Term (Max)) 

• WGDC I-Term = WGDC I-Term % (Still clipped between PID I-Term (Min) and PID I-Term (Max))

Note: We have also added the ability to clip WGDC PI-Error with new tables PID PI-Error (Min) and PID PI-Error (Max).

All of these calculations are done continuously and are combined into the (CCF) WGDC Final monitor according to the active (CCF) WGDC Comp Mode. The (CCF) WGDC Final value will then be clipped between 0-100% and become WGDC Actual.