UPDATED CALIBRATIONS FOR ALL EXISTING COBB OTS MAPS
In addition to the new Performance Tow maps, our Ford team has also made extensive effort to further improve existing performance (Stage 1 and Stage 2) Off The Shelf maps. A smoother and more refined boost curve provides more linear power delivery at wide open throttle. Compensations have been further refined to safely maintain power and torque gains in adverse conditions including high ambient air temperatures, high charge air temperatures, and low barometric pressures.
Stage1 87 OCT or 91 RON v200.ptm
Stage1 91 OCT or 95 RON v200.ptm
Stage1 93 OCT or 98 RON v200.ptm
Stage2 87 OCT or 91 RON v200.ptm
Stage2 91 OCT or 95 RON v200.ptm
Stage2 93 OCT or 98 RON v200.ptm
PERFORMANCE TOW MAPS (91 AND 93 OCTANE VARIANTS)
While the debate is still out regarding the Raptor’s intent to tow, we have seen a number of customers that do indeed use their trucks for towing or hauling heavier loads. The introduction of Performance Tow maps creates the ability to do just that while also enjoying increased power and torque. Compared to existing performance maps, these will utilize a slightly less aggressive boost curve and less ignition timing. This keeps the initial torque hit in check as to reduce strain on the drivetrain while loaded. Torque requests have been slightly reduced in both Normal and Tow modes, Sport mode will ramp in slightly quicker. The Performance Tow maps are available in both 91 octane and 93 octane flavor and can safely be used on trucks ranging from stock to our typical “Stage 2” configuration (intake + intercooler).
Performance Tow 91 OCT or 95 RON v200
Performance Tow 93 OCT or 98 RON v200
HOW TO GET THE NEW UPDATES?
There are 3 ways to access these updated v200 map files and new Performance Tow maps. One is to download them directly from the Maps section of the Cobb website and load them onto your Accessport using Accessport Manager. The second option is contact a trusted Cobb Pro tuner like Brewed Motorsports for any Ford Raptor/F150 Etune or data analysis needs. The third option (if you don’t already own a Cobb Accessport) is to choose Raptor or F150 from the links below and we will send the Accessport pre loaded with the new OTS maps.
Cobb Ford F-150 Raptor AccessPORT V3 w/ TCM Flashing
Cobb Ford F-150 Raptor AccessPORT V3 w/ TCM Flashing
Order any Turbosmart Electronic Wastegate from our Online Store or call 888-290-3213 this month (sept 2022) and we’ll add a FREE Haltech DCMD (DC Motor Driver). DON’T MISS OUT – OFFER ENDS SEPTEMBER 30TH 2022.
Turbosmart’s GenV wastegates offer un matched exhaust flow capacity and heat management characteristics. With the new E-Gate actuator system they now also offer unparalleled boost control. There are no springs, no hoses, and no boost reference signal, nor any of the limitations associated with a diaphragm style boost actuated WG. No more “Minimum” or “Maximum” boost levels associated with base spring pressure and any electric boost solenoid. If your wastegate priority/position is good enough, you can set your boost anywhere from 0 to as much boost as your turbo/engine configuration will support.
THE SMART DRIVER
The Haltech Smart driver has been designed specifically to drive a DC motor like the Turbosmart Electric Wastegate or Varex systems. Compatible with all Haltech Elite ecu’s and NEXUS series devices, this 8A full-bridge DC Motor Driver will work in applications where the current requirements are higher than the Haltech Elite ECU’s stepper (1A) or DBW (3A) outputs can provide.
This driver can also be used with NEXUS R5 ecu/pdm devices where no HBO (8A) or HCO (25A) pins are available. The DCMD is rated for 8A continuous per channel, with a maximum current of 30A. Both channels can be controlled independently, ie “Control A” switches “Motor/Output A”. With a maximum recommended switching speed of 2.2kHz, this driver box is perfect for connecting devices like the Turbosmart EWG to your Elite or NEXUS device.
Haltech Elite 2500 ECU
Haltech Elite 2500 ECU has proven to be one of the most popular ECU options on the market to date. The Elite 2500 ECU is perfect for all 4-8 cylinder engines looking for Motorsports functionality including: Anti Lag, Launch control, DBW and flex fuel support. Elite 2500 ecu’s also come in at a reasonable price point that won’t break the bank. Purchase your ECU and Harness together and get $100 credit towards any of our partners @Brewed Motorsports Haltech Etune services.
$1,986.00Original price was: $1,986.00.$1,897.00Current price is: $1,897.00.
NEXUS R5 is the perfect VCU for any engine up to 12 cylinders or up to 6 rotors. The Haltech R5 VCU combines the Haltech Elite ECU with the Haltech PD16 into 1 box. This means you get an ECU to control the engine/transmission and other accessories as well as a PDM (power distribution module) in 1 device. The R5 was specifically developed with Motorsports and Racing applications in mind where advanced race functions, data logging and power management control are a must.
The Sr20det is a well proven turbo 2.0L found in a wide range of Nissans throughout the 90s and early 2000s such as the Silvia, 180sx, gti-r and 240sx . With a few basic mods and general maintenance the sr20det is a reliable power plant ready to make you smile with every drive. To help ensure you get the most out of your tuned Sr20det it is key to run a quality set of spark plugs. Spark plugs are responsible for starting the combustion cycle that powers your engine. With NGK spark plugs you are assured your plugs are providing a hot reliable spark to ignite the air/fuel mixture in each cylinder. Below is a list of the best ngk spark plugs for the sr20det engine. These iridium core plugs are available in 3 popular heat ranges to suit any Sr20det build. To make things easy we have listed out the correct ngk spark plug based on horsepower output from your Sr20det. If you have any questions feel free to comment below or give us a call.
Using the Iridium core ngk plugs is an easy bolt-in upgrade, the -11 in the part number means the plugs come pre gapped to 1.1mm ensuring a reliable spark under high boost conditions. For those running alcohol based fuels and over 2 bar or 30psi off boost you can also gap the NGK iridium plugs down as required. If you find you need to a gap the plugs down tighter than 0.022″ you should consider upgrading your ignition coils to either the NGK R35 coils, haltech IGN1 coils or AEM IGN1 smart coils.
Haltech High Output IGN-1A Inductive
Iridium core plugs hold up to heat better and last longer than their copper core brothers such as the ngk bkr7e spark plugs. For these 2 reasons you can find the Iridium core ngk plugs in everything from our purpose-built track cars to turbo street cars. We keep a large inventory of all the popular ngk spark plugs in stock and ready to ship. If you don’t remember the last time you changed your plugs or you simply want to ensure your car is running perfectly swap in a fresh set of ngk plugs and enjoy!
What is Spark blow out & how to fix it:
“Spark Blow Out” is the loss of spark (plug failure) during an ignition cycle. Any high power engine makes its power through high cylinder pressures. These high pressures put the spark plug and ignition coil to the test. As spark plugs wear out the resistance increases this increased resistance combined with high cylinder pressures results in “spark blow out”. Spark blow out is a situation where the spark fails to arc from the spark plug’s electrode to the grounding strap causing a misfire and loss of power. Running NGK iridium plugs helps to ensure your engine will not suffer from spark blow out even under high boost high cylinder pressures situations. NGK iridium plugs have proven to last longer and perform better than any other spark plug option on the market both on and off the race track.
SR20det NGK Spark Plugs (Copper core)
For the best possible performance we do always recommend running an Iridium core NGK spark plug in the SR20det engine. However we also offer copper core NGK spark plugs for the SR20. Copper core plugs are the OEM spec plug for the SR20det and do work well just not as good as the Iridium core NGK plugs. As mentioned above the life span of the a copper core spark plug will be MUCH shorter than that of an Iridium core plug. The copper core plugs will also need to be “gapped down” for any SR20det running more than the factory boost levels. The upside of the copper core NGK spark plugs is they are VERY affordable/budget friendly.
Sr20det NGK Copper Core Spark plugs:
Stock – 300hp BKR6E Spark Plug 300-450hp BKR7E Spark Plug 450hp + BKR8eix-11 (For any SR20 making 450+ whp we highly recommend running Iridium core plugs. At this power level the copper core plugs will not last long and cause spark blow out issues. Using the correct Iridium plug and a good set of ignition coils is key to reliably making over 100HP per cylinder.)
When it comes to turbo engines it seems everyone just wants “a little more boost”. We get it, more boost almost always equals more fun, as long as more boost comes with supporting mods, high octane fuel and ecu tuning that is. Below we will get into the nitty gritty details of internal & external wastegates, how they control boost pressure and the different versions available.
Turbo Smart External Wastegate
How Internal Wastegates Work
The wastegate on a turbocharged internal combustion engine is used to bypass exhaust away from the turbine wheel effectively controlling/limiting the turbos RPM and intern boost pressure. This means the wastegate plays the key role to ensure the turbo and engine run at the desired boost pressure. Without a functioning wastegate bypassing exhaust away from the turbine boost would climb uncontrollably quickly leading to damage.
There are 2 common types of wastegates:
Internal wastegate actuator pictured above
External wastegate pictured above
Both internal and external wastegates are now available with boost or electric motor actuators. After about 2015 most manufacturers transitioned to using the more modern electric motor wastegate actuator while pre 2015 almost every manufacture used boost actuated wastegates. All boost actuated wastegates rely on a spring, diaphragm and boost pressure. When boost pressure overcomes the spring rate it pushes the wastegate open allowing exhaust to bypass the turbine wheel.
Any electric motor actuated wastegate is controlled directly by the ecu for extremely accurate/fast response when compared to the older boost actuated wastegates. Electric wastegates utilize a motor similar to what you would find in a DBW throttle body. Ensuring electric wastegates stay within their operating temperature range is extremely important.
Internal wastegates are most commonly found on OEM applications, while internal wastegates do work ok they are normally quite small and restrictive compared to an external wastegate. An internal wastegate actuator is normally bolted to a turbo. An adjustable arm connects this actuator to the internal wastegate flapper or valve that is built into the turbine housing. As boost increases/reaches target pressure the actuator pushes on the arm which opens the internal wastegate flapper and allows exhaust gas to bypass the turbine wheel.
How External Wastegates Work
External wastegates also work by bypassing exhaust away from the turbine wheel however as the name suggests they are not built into the turbo like internal wastages. An external wastegate is a bypass valve that is mounted on the collector of a turbo manifold (just in front of the turbine housing). External wastegates have an actuator that sits directly on top of a valve inside a housing . This valve seats at the bottom of the wastegate housing effectively forcing all exhaust to the turbine wheel. As boost increases the actuator starts to lift the valve off its seat which allows exhaust to bypass the turbine wheel.
The benefits of using an external wastegate over an internal wastegate are a wider more accurate range of boost control and the ability to flow much more exhaust gas away from the turbine wheel.
Boost Creep
One of the most common problems caused by a mis-sized wastegate is what people commonly refer to as “boost creep”. While boost creep is most common with internal wastegates it can also happen when the external wastegate used is to small. Boost creep happens when the wastegate is fully open BUT not able to bypass enough exhaust away from the turbine wheel. When this happens the exhaust is simply following the path of least resistance through the turbine housing NOT bypassing it through the wastegate. The data log below comes from a built STI running a GTX3576R turbo kit with a Tial MVS wastegate. While the Tial MVS wastegate is a VERY good wastegate it is a bit to small for the EJ25 engine paired with an efficient turbo like the Garrett GTX35. The ideal wastegate for a 2-3 liter engine making 400-800hp would be a 44mm of 45mm external wastegate such as the Turbosmart hyper-gate on sale and linked below. The log below has no input from the boost solenoid (less than 2% duty cycle) which means the engine will run at the lowest possible boost AKA “wastegate spring pressure”. You can see the white line (boost) climbs quickly then tries to “level off” as the wastegate opens at ~15psi. However do to the MVS wastegate being a bit to small for the EJ25 and GTX3576R turbo you can see the boost continues to climb from 15psi up to 20psi by 4800rpm at which point it starts to taper back off as the turbo becomes less efficient. 15psi creeping to 20psi or 5psi of boost creep is more than ideal, at most 2-3psi of boost creep would be considered acceptable. Now keep in mind this 5psi of boost creep happened in only 3rd gear, as the engine is loaded up/ran at WOT (wide open throttle) in 4th, 5th and 6th gear the engine will be under load for longer resulting in even more boost creep than we can see happening in the 3rd gear pull. If you look further to the right in the log you can see as the car continues to accelerate in 4th gear the boost creep becomes more severe and boost creeps over 6psi over wastegate spring pressure before 4800rpm.
Built STI suffering from boost creep
The correct way to fix boost creep is to use a larger wastegate (listed below) as well as position the wastegate more directly in the flow path of the exhaust. (This often referred to as wastegate priority and you can see it on a number of the turbo manifolds and turbo kits we offer.) In most cases though a simple upgrade to an external Turbosmart wastegate will fix any boost creep issues and give you proper control of the boost so your tuner can safely tune the engine for maximum reliable power with super accurate boost control.
FA20 WRX with Cobb AP and Cobb 3 port EBCS
Below are a few of the internal and external wastegate options we highly recommend as well as plug and play ebcs (electric boost solenoid) kits for all your favorite applications. For those running standalone ECU’s check out the 4 port ebcs for maximum boost range.
