Results

Proven on the road, verified on the rollers.

We have spent hours on the road dialling in our maps on the Skyactiv platform, and then verified our results on the dyno.

Here are a selection of the charts we have produced so far.

Case study 01

The test mule

Maps on the ND are verified on our test mule, which has gone from bog standard to an ND1/ND2 hybrid with cams and other goodies. It is quite a bespoke build, so when we felt we were not getting the right output, we took the reins and developed our own maps.

Dyno overlay of five runs on the same MX-5 ND, from a standard 157.5hp baseline up to 210.0hp — Here you can see how we have gone from standard to our current power across various ECU revisions. Original power pull aside, what you are looking at is four test results from the same strapped-in session: tests one and two from an off-the-shelf map by an MX-5 tuner, and tests three and four our own map, developed ahead of the dyno session, uploaded and tested for verification.

Two dyno runs compared: an off-the-shelf map at 201.6hp against the DirtyHabit map at 210.0hp — For a clean comparison: the tuner’s off-the-shelf map against our dialled-in map. No physical changes. The car stayed strapped to the dyno. This is the result of bespoke tailoring with a Dirty Map.

Case study 02

What the OEM strategy costs you

The OEM map strategy on the Skyactiv is to limit torque by cam positions and ignition, and if airflow changes beyond a ceiling, the throttle is artificially closed.

Torque and power curves comparing the DirtyHabit map at 219bhp against the OEM map at 173bhp on the same modified engine — We proved this in reverse — we took our modified engine and re-applied the Mazda OEM map.

−46 bhp

Peak power lost by putting the factory map back on a fully modified engine.

Without doubt this gives you an indication of the limits of the OEM mapping strategy. The redline and the cam phasing just are not good enough.

Every naturally aspirated bolt-on has been fitted to this car — intake, head swap, larger valves, cams, headers, sports cat — and it netted about the same total gain as a remap from us would have got you by itself.

Case study 03

Consultation and log analysis

If you would simply like some help diagnosing a problem, or want a better view into how your car is performing, we can run your logs through our proprietary software. We have already done this for self-tuning customers to identify issues with ignition timing, AFR problems, and to adjust MAF scaling for correct fuel trims.

Knock event analysis showing requested against delivered ignition timing, with knock hits plotted by engine speed — Requested against delivered ignition, with every knock event plotted where it happened.

Total fuel trim across the rev range, showing where the ECU is correcting fuelling — Total fuel trim — where the ECU is having to correct the fuelling.

Speed density volumetric efficiency plotted against engine speed with a trend line — Speed-density VE, plotted and trended against engine speed.

Whether you are self-tuning your own ECU with any brand of software, or you have a map from someone else and just want to see the trends and behaviours, this can be a great way to get visibility.

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