Tuning Notes

'Blow off valves' which vent to atmosphere result in the engine receiving a different amount of air as that measured by the air flow meter. As a result the engine will run very rich when the BOV operates. Do not use blow off valves. Internally recirculating valves like the stock recirculation valve can be used.

•	WOT fuel (actual) is primarily based off the WOT lambda adjustment. It is advised to set the lean best torque the same relative to the axis provided.

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Knock ignition limit – this is the table available that will adjust the ignition timing. It is not the actual ignition timing. It is just a limit that can be adjusted up or down. Higher octane-based fuel can have a higher limit. Lower octane fuel will require a lower limit. Note; all base maps were tested on 91 octane thus the limit should not have to be lower than as delivered.

•	Knock sensitivity cylinder 1-4, & 2-3 - adjusts knock sensor sensitivity. Larger numbers are decreased sensitivity; smaller numbers increase sensitivity.

•	TC maximum pressure ratio – this is the main boost target table. Y-axis is rpm and X-axis atmospheric pressure. Numbers on the z axis are the turbocharger pressure ratio targets i.e. 2.650bar->2650mbar->265kpa->38.43psiA->23.73psiG

•	TC max boost (IAT) & TC max boost (PA) - these tables are over-boost error thresholds based on there X-axis. If boost were to hit the values in table, an error condition will occur and you may loose your boost until the error is cleared.

•	Ethanol ignition compensation – ignition compensation used when flex fuel is enabled. X-axis is manifold pressure, Y-axis is rpm.

•	When rev hang has been disabled, turning the main cruise control button on will cause the throttle to go back to stock behavior.

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The base model turbo Civic, from the factory, does not allow for WOT knock control to improve or remain constant after 5500 rpm. This causes power to drop off at the top end no matter what tuning is done or improvements are done to the vehicle. The artificial knock removal modification, which can be found in the modifications list, will allow the power to carry through the end of the rev range. This feature is not present in the 2016 sedan or coupe because they do exhibit the same behavior.

•	AFM is the air flow meter calibration. This table is directly influenced by the AFM/MAF housing and airflow. i.e. this table can be used to fine tune the fuel trims to +/- 5% and to further dial in WOT afrs to match the target thus less closed loop trim needed at WOT.

•	If one wants the sport button to raise boost when toggled, and lower boost when not toggled - which is ultimately controlled by the torque limiter; have both scramble (max boost) enabled and enable scramble via sport button toggled in this window.

•	Sport button boost (Hondata mode) enabled – toggle this in conjunction with the other 2 boxes in the Boost Control tab in order to use both torque limit tables via the sport button

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You have 2 torque limits, torque limit and economy torque limit (Sport torque limit – Si models). These limits are toggled with the econ (Sport – Si models) button inside the vehicle. You will not be able to log the actual torque the ECU is seeing, but you will know you’re hitting the limit by monitoring that your table boost target doesn’t match you bp-command or your t-pedal doesn’t match the t-plate or a combination of the 2. To get closer to your table target raise the torque limiter for the mode you wish. (CVT models) Raise with caution as to not over torque the CVT.

Note. The torque limiter functions by limiting power output via closing throttle, lowering bp-command, or altering the ignition timing or a combination of all the above.

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There are two fuel pressure tables. MT vehicles and 2016 CVT models use only the low temperature table. Other CVT vehicles use the low temperature table when the ECT is below 0C, then interpolate between the low and high temperature tables until the ECU is 55C, when only the high temperature table is used.

•	Some CVT vehicles have increased fuel pressure on the low temperature table at medium rpm and high load. Presumably this is for cold start emissions.

•	Increasing the fuel pressure will shorten the injector duration, which may be advantageous if the injector duration is long enough to encroach on the spark event and cause a misfire.

•	Increasing the fuel pressure will not increase the amount of fuel, because the maximum fuel delivery is determined by the mechanical fuel pump. By increasing the fuel pressure the HPFP volumetric efficiency decreases so the maximum fuel amount is decreased.

•	For the Si the pressure relief operates at 240 bar. For the non-Si the pressure relief is at 230 bar. Above 230 bar for both Si and non-Si an error is generated.

•	With direct injection there needs to be a time period between the injector shutting off and the spark for the fuel to mix in the cylinder otherwise a misfire will result. This is especially apparent with long injector durations are high rpm (eg when using ethanol on stock injectors).

•	Advancing the injector timing will often stop misfires at high rpm. Advancing the injector timing at low-mid rpm will reduce power and slow the turbo spool.

•	The table values are degrees. Reducing the table values will advance the injector timing. eg Changing from 0 to -40 degrees will advance the injector event. Going from -70 to -50 will retard the injector event.

•	Both the intake and exhaust WOT cam angle tables are used when the engine is warm (ECT approx 60C) and under full load.