Map Notes for 2007 STi

Supported Vehicles:

  • USDM 2007 STi




Map Revision:

MapVersion #
Stage1v400
Stage2v400





Map Availability: 

Required Accessport Firmware: 

  • V3: 1.7.4.0-17431 or greater




Each map lists the minimum required octane. A higher octane fuel can be used safely on a map designed for lower octane. DO NOT use maps designed for higher octane with lower octane fuels. Top Tier gasoline should be used where available.

  • Maps designated with "93" are for use with 93 and 94octane fuel or better.
  • Maps designated with "91" are for use with 91 and 92 octane fuel or better.
  • Maps designated with ACN 91 are for use with 91 octane fuel or better fuel found in Arizona, California and Nevada in addition to Canada.

These maps are designed for E10 fuel (fuel with 10% ethanol content). For those who only have access to E0 fuel (fuel with 0% ethanol) it is recommended to use the "91" octane version of the maps and datalog the car to ensure your fuel is performing to the necessary level. This is especially important for those using Canadian 94 octane E0 fuel. 
 

If you are unfamiliar with how to datalog using the Accessport or what to look for, you can find a guide on our website here
 

If any knock or detonation is present even when using the appropriate fuel, try reflashing a map that is intended for a lower octane fuel. 









Map

Peak Gains*

Stage1 ACN 91

+10% HP / +15% TQ over stock

Stage1 91+10% HP / +15% TQ over stock
Stage1 93+13% HP / +17% TQ over stock
Stage2 ACN 91+18% HP / +33% TQ over stock
Stage2 91+18% HP / +33% TQ over stock
Stage 2 93+19% HP / +35% TQ over stock

*Peak gains are measured as the difference between the highest points of the two plots. 

*Largest gains are measured as the largest gain at any single point between the two plots. 

Results may vary. Power as tested on 2007 STi vehicles using these identical calibrations. Generally speaking, the 91 and ACN91 calibrations run slightly lower boost, have a richer fuel curve, and a less aggressive ignition advance map to help compensate for 91 octane fuel; Arizona, California, and Nevada 91 octane fuel; and/or less than ideal atmospheric conditions. The maps designed for 93 octane are the most aggressive.


Stage1 Maps

  • Intake Requirements: Stock airbox or COBB Tuning SF Intake SUB00001IA
  • Exhaust Requirements: Stock or COBB Cat-Back Exhaust 512100
  • Boost Targets:
    • ACN91: ~15.75psi peak boost pressure tapering down to ~14.0psi by the 7000RPM redline, +/- 0.8 psi
    • 91 Octane 95 RON Minimum: ~16.5psi peak boost pressure tapering down to ~14.0psi by the 7000RPM redline, +/- 0.8 psi
    • 93 Octane 98 RON Minimum: ~14.0psi by the 7000RPM redline, +/- 0.8 psi


C.A.R.B Note

The above Stage1 calibration is legal for use on Emissions Controlled Vehicles in all 50 states when used in accordance with the manufacturer's application guide because it and the parts have a California Air Resources Board (CARB) Executive Order (EO) number: 


Stage2 Maps

  • Intake Requirements: Stock airbox or COBB Tuning SF Intake SUB00001IA
  • Exhaust Requirements:
  • Boost Targets: 
    • ACN91: ~18.0psi peak boost pressure tapering down to ~15.0psi by the 7200RPM redline, +/- 0.8 psi
    • 91 Octane 95 RON Minimum: ~18.0psi peak boost pressure tapering down to ~15.0psi by the 7200RPM redline, +/- 0.8 psi
    • 93 Octane 98 RON Minimum: ~19.5psi peak boost pressure tapering down to ~16.5psi by the 7200RPM redline, +/- 0.8 psi


All Stage1 and Stage2 performance maps include a “HWG” and “LWG”:

    • HWG: Higher wastegate duty cycles (HWG) for use when normal wastegate calibration produces lower than targeted boost (i.e. under boost).
    • LWG: Lower wastegate duty cycles (LWG) for use when normal wastegate calibration produces higher than targeted boost (i.e. over boost).  


* The addition of any other hardware may make the vehicle perform poorly.

** No other intakes, turbochargers, or fuel injectors are certified as compatible with these maps. **






Non-Performance Maps


Anti-Theft Mode

  • Will not allow vehicle to start


Economy Mode MTv300

  • Fuel Requirements: 91 octane or better
  • Intake Requirements: Stock airbox or COBB Tuning SF Intake
  • Exhaust Requirements: Stock exhaust or upgraded turbo-back exhaust
  • Boost Control Solenoid: Stock boost solenoid or COBB 3-port Boost Control Solenoid
  • Boost Targets: Mechanical minimum (typically around 6psi - 12psi)
  • Rev Limiter: 5800 RPM


* Not intended for aggressive driving*


Valet Mode MTv300

  • Fuel Requirements: 91 octane or better
  • Intake Requirements: Stock airbox or COBB Tuning SF Intake
  • Exhaust Requirements: Stock exhaust or upgraded turbo-back exhaust
  • Boost Control Solenoid: Stock boost solenoid or COBB 3-port Boost Control Solenoid
  • Boost Targets: Mechanical minimum (typically around 6psi - 12psi)
  • Rev Limiter: 3200 RPM





Monitoring Boost Levels:

The best way to determine if you are hitting target boost is to watch the TD Boost Error parameter. This parameter is your target boost (including altitude and temperature compensations) minus your actual boost (negative values mean you are over the target by the amount while positive values mean you are under). Ideally you want this value to be between 0 and 1.0 at wide open throttle (WOT), but -1.0 to 1.0 is acceptable assuming that you don’t have any significant knock corrections. Overboosting is more likely to occur in higher gears and with colder outside temperatures, so be sure to verify boost levels during these conditions.




High Altitude:

A quick note for those of you that live at higher altitudes. It is common for turbocharged cars at higher altitudes to run less boost pressure due to lower air pressure and air density. Your turbocharger has to work harder to compress a less dense air mass compared to the same turbocharger at sea level. This must be factored in when determining if your turbocharger is running the proper amount of boost pressure and not being pushed beyond its efficiency range. 

Example: If you live in Denver at 5280 ft and are trying to run a peak boost pressure of 15 psi, your turbocharger has to work the equivalent of making ~17.5 psi at sea level.

There are barometric compensations within the factory ECU that lower boost targets as you climb in altitude in an effort to keep the turbocharger in its optimal range. The COBB performance maps utilize these compensations and therefore, it is perfectly normal for the final boost target to be lower than what is listed for your map.




Revision Notes:

Version #Notes:
v400Maps updated to eliminate unnecessary DTC Supression or updated versions for parity with other maps/vehicles within the platform
v350This map eliminates unnecessary DTC suppression.
v300Now compatible with Launch Control and Flat-Foot Shifting (LC/FFS) features (MT only). For complete details on how to enable and use the LC/FFS functionality, please visit this FAQ.   These maps have been created with the newly-released AccessTUNER Pro 1.9.0.0. Maps created with this version of AccessTUNER software require the latest AccessPORT firmware (version 1.6.4.0-1189 or greater) be installed. All AccessPORTs must first be updated before using maps created with this latest AccessTUNER version. AccessPORT Manager 2.0 will automatically update the AccessPORT to the latest firmware version and is available for download on the COBB Tuning Support web page.
v104Revised calibration for more stable ignition timing and optimal performance. Early transitions to open loop fueling under full throttle for better performance. Modified throttle mapping to smooth out throttle transitions.
v103

Several calibration revisions were made to the throttle-by-wire system in order to address the following reported issues:

  • On/Off throttle transitions, the car is slow to accelerate then jumps once you get close to WOT. 
  • Downhill throttle hesitations, the car's RPM fluctuations when trying to steady state coast or decelerate downhill. 
  • Dead pedal feel at partial throttle. 
  • Hesitations during throttle transitions.
v101This calibration has been updated to the latest version. The throttle-by-wire settings were changed to promote smoother throttle transitions. The closed loop control settings were revised to allow for a smoother transition from part throttle to WOT. MIL codes made present by the installation of the MIL Eliminator mechanical CEL fix have been defeated (see below).
v100

Original Calibration. Tuned AVCS, Boost, Fuel, Ignition, closed loop control, Dynamic Advance, Throttle Duty Cycles, and base programming logic to improve drive-ability. Revised Closed Loop management (BASE MAP CHANGE). Revised Boost Control parameters. Smoothed out boost related values, improved boost response at lower RPMs. Revised AVCS Mapping. Altered intake cam timing parameters in an effort to improve low and mid-range torque and boost response. Modified high RPM timing and dynamic advance parameters to allow for improved ignition advance learning when using improved octane. Modified Primary Fuel & Primary Ignition tables to account for the effects of AVCS tuning. Further tuned Dynamic Advance table to promote smooth transitional (low RPM to high RPM) acceleration. Raised speed limiter. Moved Speed Limits to 186 mph. Increased boost cut to ~21psi at sea level. This calibration has been updated to the latest AccessTUNER file format, (formerly ProTUNER).