http://www.cobbtuning.com/products/?id=4472
Frequently Asked Questions
Updated 06/10/09
1. Will the COBB Tuning AccessPORT offer forced induction support?
Yes, the AccessPORT will support forced induction with the release of AccessTUNER Pro and AccessTUNER Race software.
2. Do I have to send in my ECU?
No. The AccessPORT is a hand-held flashing device. Simply plug the AccessPORT into the OBD-II port of your vehicle and follow the instructions to flash the new map onto the ECU.
3. Is the AccessPORT Tuneable, do I have to use the provided maps?
The AccessPORT is an ECU flashing device, a map manager, and an ECU monitor. AccessTUNER Pro and AccessTUNER Race tuning software is used to create and/or modify maps that can then be stored on the AccessPORT and installed on the ECU at your convenience. AccessTUNER Pro and AccessTUNER Race are currently undergoing beta testing and will be available in the near future.
Currently, COBB Tuning in Salt Lake City, UT and Surgeline Tuning in Portland, OR can perform custom tuning and AccessE-Tunes for the Honda Civic Si. Additional custom tuning locations will be announced as the beta testing program proceeds.
4. Is the AccessPORT End-User tunable?
The AccessPORT for the Honda Civic Si will be end-user tunable with the release of AccessTUNER Race tuning software. AccessTUNER Race for the Honda Civic Si is currently in limited beta testing.
5. Is the AccessPORT worth getting for a completely stock Honda Civic Si?
The AccessPORT is the premier OEM ECU flashing, managing and monitoring device for the Honda Civic Si. It is an impressive tool that is designed to grow with the modification ambitions you have for your Civic Si. It is designed to work with a stock Civic Si with common modification configurations, and will soon allow professional/end user tuning up to and including forced induction applications via AccessTUNER Pro and AccessTUNER Race software. The AccessPORT's ability to measure performance gains with modifications, check and clear trouble codes, actively monitor sensor data while driving, data log multiple channels of data simultaneously and offer unique maps for valet parking and anti-theft are unique to the Honda Civic.
While the AccessPORT did show measurable power gains on our '06 Civic Si test vehicle, there have been cases in beta testing where the AccessPORT did not make noticeable power gains on other completely stock Civic Sis, especially the newer models. The fact of the matter is that Honda did a very good job of optimizing the engine management and did not leave much on the table when using the stock intake and exhaust systems. Once modifications, and their associated efficiencies, are introduced, the AccessPORT can calibrate the sensors and tables properly allowing the full power potential of the modifications to be extracted.
If you currently have a completely stock Honda Civic Si and intend to modify it, the AccessPORT is the perfect tool to take with you as you begin your quest for additional power, functionality and to learn about how to tune your own vehicle.
If you currently have a completely stock Honda Civic Si and you do not intend to modify it, then you have to take into consideration that there may not be appreciable power gains (limited by the stock intake and exhaust) and you must weigh the value of the additional features and functionality of the AccessPORT to determine if the AccessPORT is right for you.
6. Are the projected performance gains over stock or over and above the gains created by the modifications?
Projected performance gains are gains over stock. Modifications such as intakes, exhausts and cams bring efficiencies to the engine that allow additional horsepower to be created. However, these modifications can change sensor readings that can limit power production, cause the engine to operate unsafely and hurt driveability. Using the AccessPORT to install a map that is tailored to the modifications to your vehicle calibrates the sensors to operate properly and changes tables to maximize power production over the entire rev range effected by the modification. This produces a much wider band of increased horsepower and torque with much smoother power delivery across the rev range, improved driveability and a high margin of safety.
A modification introduces an efficiency to the engine. The AccessPORT maximizes the results.
7. I don't see a map for my modifications, can I still use the AccessPORT?
Modern day ECU tuning is very sensitive to modifications. A map is optimized for a given set of modifications based on how those modification effect sensor readings and efficiency. One of the more critical modifications is the intake as this drastically effects airflow readings across the MAF, upon which many downstream calculations are based. Not adhering to the required modifications is not advised.
In the event that a map does not exist for your modifications, some type of map customization should be done to ensure that the map operates with your mods appropriately. This can currently be done using COBB's AccessE-TUNEs service, or the vehicle can be pro tuned at COBB Tuning in Salt Lake City, UT or Surgeline Tuning in Portland, OR. Additional beta testers of the AccessTUNER Pro software will be announced shortly.
AccessTUNER Race self-tuning software is also in limited beta testing and will provide the end user a way to modify and create their own maps.
8. What is the difference between Stage 1 and Stage 2?
Stage 1 is an AccessPORT equipped stock vehicle or stock vehicle with a cat-back exhaust. Stage 2 is an AccessPORT equipped vehicle with a specified intake and exhaust header.
9. Can I take my AccessPORT flashed car to any tuner and have it tuned?
The tuner must have AccessTUNER Pro or AccessTUNER Race software in order to tune an AccessPORT equipped vehicle.
10. How does the AccessPORT work?
The AccessPORT overwrites portions of the stock ROM with modified table values called a map. These maps alter calibrations of different sensors as well as data lookup tables for a given set of modifications which allows the ECU to calculate fuel, ignition timing, cam advance, etc. appropriately. The OEM logic in the ECU remains the same, which means that all of the intelligence, sophistication and driveability of the factory ECU is retained and optimized to extract additional power from modifications.
11. What is the difference between AccessTUNER Race and AccessTUNER Pro?
AccessTUNER Pro is be a suite of engine tuning software created BY professional engine tuners FOR professional engine tuners. AccessTUNER Pro allows the tuner to get into the heart of the OEM ECU and create custom calibrations for vehicles with aftermarket intakes, exhausts, turbos, cams or any combination of performance modifications. The calibration is then flashed to the ECU via the AccessPORT handheld ECU flashing device, generating maximum power gains tailored to the vehicle's unique modifications, with all of the drive-ability and sophistication inherent in the OEM ECU. AccessTUNER Pro maps are locked and can not be viewed, modified or shared by anyone other than the original tuner.
AccessTUNER Race is a subset of features taken from our powerful AccessTUNER Pro engine tuning software, designed to give racing teams and experienced tuners the ability to create and/or modify map files. AccessTUNER Race gives the ability to perform intenstive tuning in a controlled environment on a dyno as well as make fine adjustments during the heat of a race weekend. AccessTUNER Race gives the control you need, when you need it. AccessTUNER Race is not meant for beginners. It is designed to be used by experienced engine tuners. Use of AccessTUNER Race by those that do not have adequate tuning experience could generate catostrophic results. AccessTUNER Race maps are not locked and can be shared with other AccessTUNER Race users.
12. Can the AccessPORT eliminate the rear O2 sensor code?
The AccessPORT maps currently do not eliminate the rear O2 sensor code. It is scheduled as a high priority fix as this is a known concern for Honda Civic Si owners.
13. How long does it take to install the AccessPORT?
It currently takes just under 6 minutes 4 minutes 18 seconds to install the AccessPORT. Note that if you have an aftermarket flash on your ECU that you would like to save, downloading the ROM can take up to 3 hours. It is not necessary to download the ROM if the ECU is in stock configuration as a stock ROM comes preinstalled on the AccessPORT.
14. Can the AccessPORT be uninstalled?
Yes, the AccessPORT can be easily uninstalled. The ECU will be restored to the condition it was in prior to the installation. If the ECU had a stock ROM on it, the supplied stock ROM will be loaded onto the ECU. If an aftermarket ROM was saved during the install process, the aftermarket ROM will be reinstalled on the ECU.
15. Can the AccessPORT be used on more than one car at a time?
No. The AccessPORT is married to a single ECU during the installation process and will only function with that ECU. The uninstall process unmarries the AccessPORT from the ECU and the AccessPORT can then be installed on a different car and would be married to that car's ECU.
16. How do I properly dyno test various maps?
This process is a bit more time consuming due to the nature of testing a normally aspirated (NA) vehicle. Dyno testing with 2-3 WOT pulls will not be sufficient for recording the power output of a stock or performance map. Our experience has shown that these and other NA vehicles need be be tested several times in a row, usually 3-4 on a Dynopack hub dyno and 5-8 on a Mustang chassis dyno, in order to perform consistently. This is necessary in order to bring the coolant (engine coolant temperature or ECT), engine oil, transmission oil, and combustion chambers to the appropriate temperatures for consistent results.
You can see the results from dyno testing are consistent when you overlay two power curves and they are within 1 HP & TQ of each other across the entire RPM range. An engine will usually make less power on the first few runs after a reflash (unless the intake manifold (or ambient air) is super cold or cools down very quickly), and less power after heat soak has set in. This is normal.
An NA engine will likely produce additional power as it is run until the power curves recorded by the chassis dyno are consistent. Please take into account that the number of WOT dyno pulls necessary to allow for consistent performance will vary based on the type of chassis dyno used, the ambient weather conditions, and the airflow capability of the fans used during the testing.
Ideally, a full wide-open-throttle (WOT) pull should be made then the vehicle should be allowed to sit with the engine at idle for a minute or so between runs. This will allow the dyno fans to cool down the fluid in the radiator. When the engine is ready to be run again, you can use the AP to watch coolant temperature. You will want the starting coolant temperature to be around 185F (85C), and not to exceed 203F (95C), in order to provide a consistent environment for chassis (or engine) dyno testing. If necessary, you can rev the engine by gradually blipping the throttle between 3500-5500 RPM about 4-7 times in a row or you can run the internal heater for about 30 seconds. This will allow the colder (relatively) coolant in the radiator to be exchanged with the warmer coolant in the engine block. You can watch the Coolant Temperature on the AP display drop during this process. The coolant temperature will likely drop to a minimum floor, around 180-190F (82-91C). The vehicle is ready for WOT dyno testing at this time. If additional cooling is necessary, you can turn the engine off, then turn the key to the ON position without the engine running then also turn the A/C on. This will activate the air conditioning fans and you can allow these fans to run for just over a minute to help cool the coolant in the radiator while the engine is not running.
Ideally, you want to start each dyno pull within consistent Coolant and Intake Air Temperatures (IAT). Again, you want the starting coolant temperature to be ~185F (85C), and not to exceed 203F (95C), and the IAT to be within a few degrees of each other at the beginning of the runs in order to provide a consistent environment for chassis (or engine) dyno testing.
Please note: If the vehicle is not in proper mechanical condition (tire pressures are appropriate and consistent, engine oil needs to be changed, valve adjustment necessary, etc.) then the dyno testing results may not be consistent or valid.
17. Can you use the stock primary O2 sensor as a WBO2 sensor?
No, the primary O2 sensor is used by the ECU to determine what fuel trimming (in the form of STFT and LTFT) needs to be applied in order to achieve the closed-loop fueling target of 1 Lambda or 14.68:1 AFR for closed-loop operations. Our testing has shown that the reported AFR from the stock primary O2 sensor greatly varies from a what professional Lambda meter reports at WOT. We suggest you do not use the factory O2 sensor readings to determine the A/F Ratio your engine is running. A professional Lambda meter should be employed for this purpose.
18. What is the AFR target for the OTS performance maps?
The AFR target for the OTS maps are 13.1:1 +/- 4%. This is for petrol fuel with a ethanol content up to 10%.
19. What fuel trims are appropriate?
Long Term Fuel Trims (LTFT) values of +/-8% are acceptable. The closer to zero, the better.
20. What if my fuel trims (LTFT) exceed +/-8%?
This is an indication that your particular hardware combination is performing differently than what we have seen. At this point in time, you may want to inspect your vehicle to make sure that no intake or exhaust system leaks are present and that your vehicle is in proper mechanical order. With excessive fuel trims, your vehicle will likely run leaner or richer than the targeted Lambda (or AFR petrol) and you may need to have a MAF calibration performed to the map you are running. More information about this process will be posted at a later date.
21. Does VTEC engage in a window?
Yes. VTEC will only engage if RPM exceeds engagement set points and load exceeds pre-determined values. At lower engine loads, VTEC will not engage unless unless the pre-determined engine load values are exceeded. This will allow you to cruise around at higher RPM with the engine running on the Low VTEC cam loads...achieving better fuel economy.
22. Does a performance map allow for better fuel economy?
Generally speaking, yes. This is due to us gathering extensive data from internal testing and external sources to reconfigure MAF and other calibrations so the vehicle performs more consistently with the specific parts you have installed on your vehicle. Your results will vary, but Beta testers have reported improvements in fuel economy ranging from 3 to 8 more miles per gallon while running an AccessPORT OTS map. Although, much of fuel economy accomplishments are due to driver input.
23. My ECU had been reflashed by another company, will the AccessPORT still work?
Yes. Although, the AccessPORT will likely overwrite any previous reflash that is on your ECU. If you have a reflash from another company, we highly suggest you complete a full 3-hour back-up upon the initial installation so you can save this information and not overwrite the ECU.
NOTE: YOU MUST HAVE A BATTERY CHARGER CONNECTED TO THE VEHICLE DURING THIS ENTIRE PROCESS OR THE BACK-UP (INSTALLATION) MAY NOT BE SUCCESSFUL.
24. The Installed Stock Mode map performs better than my stock map, why is that?
We've made sure to use the most updated ROM information for generating our OTS maps. This updated information may contain improvements that have been made throughout the years...making it possible that the Installed Stock Mode map drives better or makes more power than your original stock map.
25. What is the power output of each map?
Much of the power output of these engines depends on what hardware has been installed on the vehicle. Some intake and exhaust systems perform better than others, thus allowing the engine to make greater horsepower on the same ECU mapping. We have optimized ignition advance, fueling, camshaft phasing, MAF calibrations, and VTEC windows for specific hardware combination, but the power output of a map may be greater when higher quality, properly designed hardware is installed on the vehicle. A Stage1 map, designed for a totally stock vehicle, may not make any additional power due to the restriction of the stock intake and exhaust systems. If a vehicle is in proper mechanical order and has been maintained properly, the Stage1 map may simply improve the driving quality and improve fuel economy without any increase in power output.
26. Can I check and reset what MIL (Malfunction Indicator Lamp) codes are being detected by my ECU?
Yes, the AccessPORT has full OBDII MIL checking and resetting capabilities.
27. Will running a rear O2 extender or defouler affect how the vehicle performs?
Yes, we and our Beta testers found that their vehicles performed inconsistently with a defouler present and the ECU also targets a slightly richer AFR under closed-loop conditions. This leads to inconsistent performance and worse fuel economy. It appears that all AP users will need to have the secondary O2 sensor located in the proper location of the exhaust stream in order for our OTS maps to perform properly and consistently. If we update our maps to address these concerns, we will be sure to communicate about these updates.
28. Can I have a custom map made for my vehicle?
Yes, you can go to one of our AccessTUNER Professional facilities across the U.S. or you will be able to use the AccessTUNER Race software to generate custom calibrations. We do not currently have a release date for either of those software packages.
29. How does the AccessTUNER Software interface with my car and the AccessPORT?
The AccessTUNER software (once released from Beta testing) will allow users to connect directly to their ECU for datalogging purposes using an appropriate laptop. The software has the ability to reconfigure what engine monitors you would like to see on the dashboard and what monitors you would like to datalog. Much like our other versions of the AccessTUNER software (Mazda, Mazdaspeed, Mitsubishi, Nissan, GTR, & Subaru), the software allows you to start and stop datalogs and to edit tables used for tuning your vehicle. You will use the software to save a map which is transferred to the AccessPORT using the latest AccessPORT Manager software. The AccessPORT is then used to reflash the ECU with this tuned or modified map.
30. Can I integrate the serial data stream from my WBO2 sensor?
Yes, the AccessTUNER software (once released from Beta testing) will allow users to connect directly to their ECU for datalogging purposes and we have written configuration files that will allow the following WBO2 sensors to be datalogged along with the stock ECU data;
* Innovate Motorsports LM-1 or LC-1
* MoTeC PLM
* PLXDevices M-300
* PLXDevices R-300 or R-500
* PLXDevices iMFD WBO2
31. Are AccessTUNER Pro and AccessTUNER Race downloadable or are these two different handheld devices that each have their own price?
AccessTUNER Pro and AccessTUNER Race are software packages that allow Professional tuners (Pro) and enthusiast tuners (Race) to tune, create and edit maps. AccessTUNER Pro is only available to accredited tuning shops while Race will be available as a download to individual users.
32. If I have test pipe and header and I have a CEL will this eliminate the CEL?
Currently, the maps do not eliminate this CEL. However, this is under development and will be avialable in a future firmware update. All firmware updates are free and can be downloaded from your internet-enabled computer using AccessPORT Updater which is available for download on the COBB Tuning website.
33. Will there be a base map for those who have an x-intake or that style intake?
Since the nature of the "X-intake" is highly custom, it would be difficult to develop a map that works for every variation of this intake. A custom tune will likely be the solution for those who choose to run with this style of intake.
34. Does the ap allow adjustment of the VTEC window? If so, is there a limit? Can VTEC engage at 2000rpm?
The AP unit itself does not allow for changes to the VTEC window, however, the AccessTUNER software will allow manipulation of the VTEC window for earlier (or later) engagment as the tuner sees fit.
35. If I just had a CT (Comp-tech) shorty header will I be able to run stage 2 with my CAI and Catback?
Yes, your header, catback and intake are sufficient modifications to allow you to install a Stage2 map.
36. Can you use the AccessPORT to disable the MAF sensor for MAP-based tuning?
The AccessTUNER software is where this would be configured, not the AccessPORT. The AccessTUNER software is currently under development and testing. More details regarding the capabilities of AccessTUNER will become available at a later date.
37. The AccessPORT allows the rev limit to be raised. If I uninstall the AccessPORT and bring it to the dealer, would the dealer see this as over rev or does the AP cover this somehow?
When you uninstall the AccessPORT the ECU is completel overwritten and returned to either A) a stock state (if the original ROM was not downloaded) or B) the exact state the ECU was in just before installing the AccessPORT (the downloaded ROM is installed back on the ECU, whether that be a stock or competitor's reflash). Therefore, any information about driving habits, over-rev conditions, etc. that was experienced while using the AccessPORT will not be stored on the AccessPORT after it is uninstalled.
38. I don't get what makes the Fujita any different from the Injen or K&N. None of these have the vanes and yet only the Fujita is having problems. This doesn't make any since the designs of the Injen and Fujita look nearly identical. Can someone fill me in here please?
The MAF is one of the most critical elements in getting the tune precise on these vehicles. Even though an intake from one manufacturer can look very much like the intake from another intake, they may not generate the same MAF readings. Even imperceptable differences in the design can cause the airflow to interact with the MAF sensor differently from one brand to another, requiring a different tune. The difference in the tune is essentially a recalibration of the MAF sensor for a given make of intake.
We have noticed that the Fujita intake does not perform consistently from one intake to the next. This can only be caused my differences in the final product that occur in the manufacturing process. A slightly different bend in the tubing or tiny change in the angle of how the MAF sensor is mounted can completely skew how the MAF sensor reads airflow. The characteristics are so different that the MAF sensor needs an entirely different MAF calibration, even though these are supposed to be identical Fujita intakes.
Here is a graph that shows the Fuel Trims from two different vehicles, both using the Fujita intake:
You can see how far off the values are, even though it is the same brand and model. For this reason, we do not believe it is possible to make a single OTS map for Fujita intakes that will work effectively.
39. Will there be a stage for cams?
Maps for different cam configurations are under development.
40. I see the ignition timing is changed. What effects on us nitrous users? Any maps coming out for NO2 injection systems?
In the past, as with any sort of external injection system, be it water/meth or nitrous, we have found that you must "custom tune" for these kinds of applications. Since each system is a little bit different, it is hard to have a blanket base map for that kind of application.
41. How would the AccessPORT effect cars that have a starter kill installed?
The starter kill should not effect the functionality of the maps loaded onto your ECU at all. The AccessPORT cannot be uninstalled by pulling the battery cable etc. It is an ECU reflash so the values that the AP uploads onto the ECU stay there. However, if this is a battery kill then it could clear your temporary memory of things like fuel trims etc, however, the underlying flash will not be supported.
42. Will COBB Tuning do a map for (insert your inake here)?
We will be looking at making a series of intake maps as the program moves along based on popularity and availability. Again, for some users custom tuning will be the best way to calibrate less popular intakes.
43. Can you get a custom tune from a cobb dealer and tuner with accessport?
During the AccessTUNER software beta testing program you can get a custom tune at a shop that is beta testing the software. Currently these include:
COBB Tuning
3362 West 1820 South
Salt Lake City, UT 84104
801-713-0035
Surgeline Tuning
16580 SW 72nd Ave
Portland, OR 97224
503-670-9500
COBB Tuning Plano
1200 Placid Avenue
Plano, TX 75074
214-291-3020
Additional professional tuners that are beta testing AccessTUNER Pro will be listed as the program gears up.
44. What is an AccessE-TUNE? Where can I get one, how is it different than an OTS map?
An AccessE-TUNE is a map generated specifically for your vehicle by one of our licensed ProTuners. An E-Tune is still a more conservative map than a ProTune in many cases, but can be custom tailored to your car based on datalogs captured on your car and sent to your tuner. The tuner can then use this data to make a more aggressive map or a map that may address specific tuning issues or modifications like cams or an intake.
45. Why are there no econonmy mode maps for the Honda Civic Si? Couldn't you make a map that controls the DBW system to limit throttle input and make the car run on 87 octane?
Most of our "fuel economy" maps were designed for forced induction cars like the WRX and EVO. Basically these maps dialed boost way back and killed the power so you couldn't romp on the power as much which kills your fuel economy. What you ended up with was a tune that ran basically wastegate boost with timing changes to mute power a bit as well.
Since there is no turbocharger on an NA car we don't have the same sort of "lead foot" issue decreasing fuel mileage. However, once AccessTUNER race comes out, you could get creative with the map if you want to "hypermile" your car. No testing has been performed on Honda for this type of map as we have been concentrated on increasing performance.
With our tuning tools we do have full control of the DBW throttle, so we could adjust the throttle actuation to limit max throttle opening in addition to changing the sensitivity of the throttle with respect to pedal position. This sort of map is a possibilty and will be explored for the future.
46. What is launch control and flat foot shifting?
Launch control maintains a steady RPM at 0 MPH for the purpose of optimizing drag-racing type launches. This feature allows the driver to hold the throttle to the floor with the clutch depressed with RPM maintained at a constant level. When the clutch is released and the vehicle starts to move forward, throttle operation returns to normal operation.
Flat foot shifting is another drag-racing application. The driver holds their foot to the floor for the duration of the drag run and simply actuates the clutch and gear-shift for upshifts, rpm is held to a pre-determined point in between shifts. The purpose being to limit loss of momentum due to shifting. These are two features COBB Tuning will be implementing with future map revisions and firmware releases. This will also be fully customizable in AccessTUNER Race.
47. What is the best intake system for the Honda?
The stock intake has proven to be slightly restrictive, even on a totally stock vehicle. You can see this as you datalog the vehicle with a pressure sensor reading from the inlet hose, in between the MAF housing and before the throttle body. We performed these tests early in our development to see if the stock intake was truly restrictive before we started to acquire map development parts. If the pressure sensor signal constantly decreases from low RPM to high RPM, then the MAF housing or air filter upstream is likely creating the restriction. If the pressure sensor signal is fairly flat across the entire WOT RPM range (as is seen with a totally stock RX-8 intake) then one has very little reason to replace the intake system because no restriction exists there.
This is not the only criteria for determining if a intake system is performing better than another. The quality of airflow across the MAF sensor and the consistency in manufacturing are two additionally important variables. If the intake has the least restriction, but the airflow across the MAF sensor is turbulent, then the part is not providing the MAF sensor with a consistent environment in which to perform its designed job. If the intake has the least restriction, but the same intake made a few weeks later performs differently, then the part-to-part consistency in manufacturing is a serious problem. This makes it impossible for one calibration to perform consistently.
This testing can also be used with the stock MAP sensor. If you have a intake system that has proven to not be restrictive and you still see the MAP sensor decrease with a significant slope, then this is likely telling you that the throttle body assembly may be a restriction.
From a performance perspective, the math is pretty straight forward. A calibration or race engineer usually analyzes engine data from a road race, then use histograms to determine the average RPM range the engine is in during the race. They then test various intakes to see which intake provides the greatest performance (area under the determined curve), with the least amount of compromises (costs, consistency, durability, etc.). Peak performance is usually not considered because peak performance means nothing when looking at the area under the curve.
With that said, we have not wanted to state that we find one intake better than the others because our criteria for determining which intake is best may not be your criteria. Our data analysis may be different, our budget, our rating for ease of installation, etc. may not be similar to your criteria. We are looking to provide the community with the best engine management solutions possible and we will continue to focus on providing this in the future. We are also looking forward to providing the community with a comprehensive Tuning Guide for the Civic Si AccessTUNER Software. This will allow the community to either figure out what intake is superior according to their criteria or work with their preferred intake manufacturers in order have intake designs revised in an intelligent manner. The possibilities are endless with the proper tools.
We believe the community would more appreciate an answer to this question through open and constructive testing, performed by the community or a trusted group of enthusiasts within the community. Having a poll that determines the proper testing environment and criteria for "the best" intake may prove to be constructive.
48. Will the tuning software be Mac friendly as well or strictly PC?
We currently only support 32-bit windows applications. We have talked about including MAC support but at this point in time we have no release date. Some users have reported that they can use "PC Emulators" to use our software on MAC platforms.
49. Is there any way to set the AP to turn off when the car turns off? I custom mounted (meaning, zip-tied it to the air vent) mine on my car and like to leave it plugged in, but it will just stay on.
There is constant power to the OBDII port even while the car is turned off. As long as your have your AccessPORT plugged in the display will continue to be illuminated. Some users have wired in "kill switches" to the power wire on the AccessPORT cable to be able to leave the AP plugged in without draining battery power.
To mount the AccessPORT, we have found that certain cell-phone holders work well for this application. Target in particular has sold a generic holder in the past that seems to work well.
50. I have a throttle body spacer and/or intake manifold spacer, how will this affect my tune?
We have not noticed any appreciable differences with the addition of throttle body or intake manifold spacers. While these modifications may help stabalize or lower intake manifold temperatures, we have not seem them to appreciably alter airflow enough to skey fuel trims or air/fuel ratios.
51. I was wondering, if I buy the Accessport for the Honda Civic Si, and down the line I sell the car and buy a Subaru WRX would I need to buy another Accessport or can I just download the corresponding manager and maps for the one I own?
While the AccessPORT does have some interchangability, the Honda AccessPORT and Subaru AccessPORT are exclusive to each make. This is mostly due to a difference in communication protocols between the ECU and the AccessPORT.
52. Why does COBB Tuning prefer the Mustang dyno to hub-style dynos?
The Mustang actually loads the car more closely to how the car is loaded on the road because it uses a load cell to load the vehicle based on an aerodynamic profile and vehicle weight.
We test the vehicle in AWD mode because the static weight of all rollers better matches the vehicle's actual weight, versus front or rear half of the rollers or a hub dyno. Hub dynos are convenient in that they do not take up much room, but we feel they do not duplicate road conditions as well as the load-based Mustang dyno for a few reasons.
Hub dynos do not allow the car to be loaded as it is on the road.
The loading of the vehicle on a Dynopak is linear because it is based on time. The run is 10, 14, 18, etc. seconds long...that is all. Very seldom is an engine's torque curve perfectly linear. Engines make less torque until they are on boost or in their greater VE areas, and they make less torque as camshaft efficiency rolls off.
