1) No one had access to underlying fuel, timing and boost
maps. This means that all piggy-back tuning attempts were subject to
unknown. Variables that had influence over long-term fuel learning or
knock correction. It was also impossible to determine and compensate
for maximum RPM or Load limits which made extracting full performance
without concessions to safety margin virtually impossible.
2) Limited resolution with respect to tuning control. With
the factory fuel, timing, boost and knock correction maps offering up
to 16x16 cell resolution with engine speed breakpoints every 400RPM, no
interceptor-based tuning device of the time offered commensurate
resolution. Without this resolution, it was impossible to compensate
for sudden spikes or dips in underlying maps. Instead, compromise was
inherent in such applications.
3) Poor crank angle sensor (CAS) replication. Prior
interceptor-based tuning systems improperly replicated the crank angle
sensor waveform, maintaining little more than signal peaks and valleys.
While this was sufficient to manipulate basic timing advance, it often
triggered factory diagnostic strategies, hard-starting, erratic knock
correction and general rough-running characteristics.
4) Limited tuning software flexibility. As with virtually
every aftermarket engine control systems on the market, tuning software
interfaces offered resolution greatly inferior to that of the factory
ECU it is attempting to influence. With the inability to place Load and
RPM breakpoints wherever necessary for coherent management (and the
restriction of having to use the same Load and RPM breakpoints for all
tuning variables) the tuning process was shrouded in compromise.
The XEDE addresses all the above issues as following:
1) With our involvement with the ECUTEK re-flashing system,
we now have full knowledge of all OEM fuel, timing advance, knock
correction, etc,. maps. Knowing all underlying engine control
variables, it's now possible to know exactly what one is tuning upon.
2) With the XEDE offering an ultra-high 20x20 map resolution,
it is now possible to tune upon the factory maps without sacrificing
granularity or having to compromise one zone for another. Additionally,
XEDE users can define not only their own Load and RPM breakpoints for
each map, they can also determine which Load variable to use (TPS, MAP
or MAF) in order to best achieve their specific tuning goals. Simply
put, no other form of engine management offers this degree of tuning
flexibility.
3) Compared to the Unichip, the XEDE is capable of vastly
superior CAS replication. This ability greatly
improves active knock correction performance, general drivability and
invisibility to the factory diagnostic system. Perfect CAS replication
insures that there is absolutely no misunderstandings between the
factory ECU and the XEDE.
4) Unlike the Unichip which is capable of modifying only
Ignition Timing and MAF signals with fixed load (MAP) and RPM)
breakpoints (every 500RPM, the XEDE is capable of modifying Ignition
Timing, MAF, TPS, MAP and Knock sensor signals with respect to RPM (up
to 20 user-definable breakpoints) and any one of three Load variables
(MAP, TPS or MAF).
5) Unlike the S-AFC, the XEDE is capable of providing boost
and spark timing control in addition to high resolution fuel
management. Used appropriately, this enhanced functionality
yields a broader power band as well as a much greater resistance to
detonation.
-
1200 possible adjustments
on the standard New Age WRX program
-
0.1% accuracy on MAF and
MAP adjustments
-
0.1degree accuracy on
timing adjustments
-
Accurate reproduction of
reluctor type timing signals, not just of triggering edge
-
Direct plug-in adaptor
(no cutting or splicing required)
-
Fully sealed, rugged, and
lightweight housing
-
Support for hall and
reluctor type crank and / or cam timing signals
-
Support for analog or
frequency MAF and MAP / load signals
-
One additional 10-bit
analog input
-
One auxiliary digital
input / output
-
Internal storage space
for up to 12 tuning maps
-
Built-in boost control
-
Built-in knock signal
adjust feature
-
Self-configurable load
axis, input and output variables, adjustment range, and math function
for each map
-
'Map Select' input to
change between one of two unique tuning maps
-
Two high-current Pulse
Width Modulation outputs
-
Remotely installable
bi-color status LED
Introductory Pricing:
|
XUpdate (.zip file)
XMap
v2 (.zip file)
Allows
user to create new, or modify existing v2 XEDE units.
This version of the XEDE software is not
compatible with the SMART system. Nor
does it incorporate additional features and
improvements. It’s
pretty old school.
Only the earliest XEDEs are running this
software. If
you are, get out of your cave and update now! J
XMap
V3.2.0.7
(.zip file)
This is the newest version of XMAP.
This is what you want to use, regardless of if
you are SMART-equipped or not.
Among the improvements are further revised
software interface, the ability to update firmware,
enhanced MAF resolution, improved CAS replication and
expanded mapping flexibility.
XCode
V3.2 Firmware update (.zip file)
Your
XEDE will need to be running this firmware in order to
be compatible with XMAP v3.2.
|
$FREE
$FREE
$FREE
$FREE
|
|
XEDE Tuning Map
Database
Getting Started with the XEDE
(.pdf)
Installation Instructions
Click here for directions on how
to Upload Maps into your XEDE (.pdf)
XEDE
v3.2
Tuning Map Database
Click HERE
for those Old Schoolers still
using v2 firmware and XMAP v2 software
Notes:
1)
The following
calibration maps are designed for EVOs
running the factory intake system (stock box, stock filter,
etc,.) Replacement of any of these
components may result in MAF sensor mis-readings
which could potentially degrade the effectivess
of the baseline maps. Those running aftermarket intake systems
are encouraged to custom-tune their XEDEs
maps on a dynamometer for maximum performance. Also, all
calibration maps are designed for premium gasoline. Anything
less will likely induce detonation
which will damage the engine.
2)
The following
calibration maps are only compatible with v3.2 XEDEs.
For those with the SMART upgrade, use the SMART-Enabled
maps. For those
without the SMART upgrade, use the SMART-Disabled
maps.
Mitsubishi
Evolution VIII 2003-2004
(V3.2
SMART-Disabled Maps)
Mitsubishi Evolution
VIII 2005
(V3.2
SMART-Disabled Maps)
Mitsubishi
Evolution VIII 2003-2004
(V3.2
SMART-Enabled Maps)
Mitsubishi Evolution
VIII 2005
(V3.2
SMART-Enabled Maps)
EVO XEDE News and
Updates
April 4, 2003
The EVO XEDE is ready to go. It controls fuel delivery, spark timing
and knock sensor sensitivity via 3D maps. Map resolution is
outstanding, allowing 20x20 breakpoints for engine load and RPM. This
is slightly greater resolution than the maps in your factory ECU. This
approach is vastly superior to using simple 2D tables as provided by
S-AFCs and other simple fuel-only controllers. Also offering fuel
ignition control, the XEDE is in a class by itself.
June 25, 2003
We now have EVO XEDE boost control working in both absolute
and intercept modes. In absolute mode, you simply input
your desired wastegate duty cycles as a function of load and RPM and
your factory boost control hardware does the rest.
In intercept
mode, instead of inputting actual duty cycle values, you input offset
to stock. For example, if you want 14.8% more boost , you simply put
"14.8%" in the desired cells in your boost map.
In either
mode, you have the ability to run a RPM-dependant boost profile of your
choice. This is far superior to using a stand-alone boost controller,
most of which are only capable of holding one boost level all the way
up to redline. Also, the boost control logic in the XEDE greatly
improves both low RPM and partial-throttle boost response. Your EVO
will never fell the same again (that's a good thing!)
Okay, what's the downside?
Well, in absolute mode, we're triggering a wastegate control related
OBD-II trouble code. It appears as if the factory ECU expects to see
some sort of resistive load and current surge when driving the
solenoid. With the XEDE driving the solenoid, the factory ECU isn't
seeing what it expects to see and, voila, check engine light (CEL). The
fix: Adding a little $3 relay coil to the wastegate control wire from
the ECU. Needless to say, this isn't a perfect solution and we are
working on a more transparent fix integrated into the XEDE harness.
June
27, 2003
Map switching between two maps (both stored in the XEDE) is now ready!
Simply hook one of the XEDE wires up to a switch which brings it to
grown when activated and the map switch occurs. During map switching,
the indicator light will turn red for a couple of seconds indicating
that its loading up the secondary map. When the light turns back to
solid green, your second map is on-line and you're ready to rock and
roll. On our test car, our second map is designed for 100 octane race
gas. With it activated, it raises boost pressure, runs more ignition
advance and less fueling under boost. Easy extra 30 horsepower! No joke.
June
28, 2003
Did someone mention plug-in harness? Yes, I think
that was us! And yes, it is coming!! No more wiring cutting and the
wastegate control circuitry (for CEL prevention) and map switching
wires is built-in to the board. Simply plug it in and you're off. Of
course, it's not ready yet since we're still finalizing the board
design. However, we estimate that they will be ready to ship in August
in limited quantities. If you want one,
call us now and get on the list.
July
10, 2003
While we're waiting for the new plug-in boards, we decided not to leave
well enough alone and make some firmware improvements to the XEDE. So
we incorporated new ignition control logic that limits the
rate-of-change of ignition advance changes. What does this mean? Let's
say that you have a "0" in one cell in your ignition advance table and
"-3" in the adjacent cell. If the cells are placed close enough, the
ignition retard will ramp up too quickly and potentially trigger a CEL
for misfire detection. We've only seen this happen once or twice (out
of 30+ cars) so it's certainly not a chronic problem. Bur our new
firmware update limits the rate-of-change for ignition advance changes
so that no two successive engine events result in excessive crank angle
signal changes. We've also incorporated some rather neat ignition
control logic that fixes some quirks in the factory ignition advance
mapping/control. The result: More immediate torque upon throttle
application.
July
15, 2003
With the release of the harness, we'll also be releasing a new version
of the XMAP tuning software which will have a few more parameters for
transient fuel enrichments and dynamic timing control which will fix
some more EPA-induced nonsense in the ECU's factory control logic. Of
course, this only applies to those who are using the XMAP tuning
software. Those who are just relying on our baseline maps can simply
download the appropriate tuning file when it is updated with the new
goods.
July 28, 2003
We've been testing the final production version of our EVO EXEDE
plug-in harness for the last several days now. Everything looks tops!
We still want to put another 1500 miles on our car just to make sure we
don't run into any surprises. Boost control works immaculately. We even
have MAP scaling enabled for altitude compensation tweaking. Not to
mention provisions for an externally mounted 3 or 4 bar MAP sensor for
high boost drag car applications! With the plug-in harness, total
installation time drops to under 5 minutes with 100% reversibility back
to stock.
August
5, 2003
We ran into a little snag with the big batch of production harness we
just took delivery off. The board assembler used out-of-spec relays for
the boost control circuitry. While boost control still works perfectly,
the factory ECU notices that it no longer controls the factory boost
control solenoid (which is more resistive than the boards relay). So,
after several hundred miles of driving, it eventually throws a CEL for
"wastegate circuit low". Performance and drivability is unchanged but
no one likes to see a CEL in a brand new car. So now the challenge is
finding an appropriate replacement relay which shares the same
footprint as the out-of-spec relay. I'm calling Digikey as I type
this...
August
6, 2003
We just had delivered to us what appears to the be a suitable relay and
have already updated one of the harnesses. We ran the relay at a
constant 12v for 5 full hours (equivalent to being at full boost for 5
full hours) to see if it fries itself. It didn't. Next, we ran the
relay at 24 volts (for no reason at all... we're just sadistic) and it
took 15 minutes to melt the wires on its coils. So, needless to say, it
will work just fine in our 12v application under any conceivable
circumstance. Now comes the question: will it keep the factory ECU
happy? 50 miles of dyno time and so far so good. Going to put some more
miles on the test car this weekend just to make sure we have all the
bases covered.
August
7, 2003
Dyno Fun! Thanks to a couple of local EVO owners
who let us have our way with thir cars, we now have new XEDE maps for
Stage SubZero and Stage Zero. Our old maps were fine but they were for
the older XEDE unit which didn't control boost. Now equipped with
3D-mappable boost, our Stage SubZero and Stage Zero kits have surpassed
even our expectations. On 91 octane California gas (the worse in the
land), we are getting a remarkable 10% gains in wheel hp on an
otherwise stock EVO with nothing more than our plug-in XEDE engine
computer. With Stage Zero (Cat-back and XEDE), we seeing an equally
remarkable 17-19% gains in wheel horsepower. This is considerably
improved upon our old pre-boost control results. In case your
wondering, we didn't simply "jack-up" boost. In fact, peak boost still
remains at stock levels, but with less boost roll-off at higher engine
speeds. Air/Fuel ratio is still wonderfully rich, making it completely
safe on 91 octane under even the most harsh driving conditions. Expect
93/94 octane maps to be even stronger.
January
19, 2004
Wow… a lot of time has passed since our last
update. And we’ve certainly been busy with map generation. As it stands
now, we have an XEDE map for just about any reasonable combination of
modifications. We’ve also managed to enhance our XEDE maps with our
XEDE Flash ECU reflash, allowing for higher boost, speed and rev
limits. Also new and hot is our Stage 1 with HKS Camshafts maps. On
race gas, we’re seeing over 400 flywheel horsepower! Of course, we
can’t leave out the work we’ve been doing on our Stage 2 package which
is currently powering the faster Lancer Evolution 8 in the US. It’s
powered by an XEDE/XEDE Flash combo. Awesome power with perfect
drivability.
