When you receive your AccessPORT from MazdaManiac, you need to acquire the proper tuning files for your application.

These files follow this naming convention:

MM YYYYs TT AA vXx_Yy.ptm

MM = MazdaManiac. This ensures that your file is an actual MazdaManiac calibration.
YYYY = Your vehicle's model year

s = State. This is either blank for "Federal" or a "C" for California. There are actually quite a few California models out there in other states so if you believe your car is a Federal model but your Federal files are "grayed-out" in the install screen, you are actually driving a California model.

TT = Transmission. MT is Manual and AT is Automatic

AA = Induction. If you are Normally aspirated, this will say "NA". If you are turbo it will say "TURBO" if you have the Pettit supecharger, it will say "PETTIT"

v = this means "Version"

Xx = Series. There are many different series of flashes. The larger "X" will be a whole number from 1 to 7. The small "x" will be a lower case letter from "a" to "d"

Yy = Sub-Flash. The Large "Y" is an incremental change in the MAF calculation. Each successive number from "1" to "7" is a 2% change in the MAF calibration. The small "y" indicates if this increment is positive ("a") or negative ("b").


When you receive your files, un-ZIP them and save all of the files onto your AccessPORT with the AP Manager.
When you "install" the AP, select "MM YYYs TT AA vXx_0.ptm" as your starting map.
Start the car and while it warms up, select "live data" on the AP an scroll through the options until you get to "short term fuel trim".
Watch that value and, once the car is nearly warmed up, take it around the block.
If the STFT is a negative value, you will use one of the files that end in "b". If it is a positive value, you will use a file that ends in "a". THIS IS THE ONLY TIME WHEN THIS CALIBRATION TECHNIQUE IS VALID. ONCE THE CALIBRATION HAS BEEN INSTALLED FOR A FEW DRIVE CYCLES, THIS METHOD NO LONGER APPLIES.


MM YYYYs TT AA vXx_0.ptm - start file, no trim
MM YYYYs TT AA vXx_1a.ptm - adds 2%
MM YYYYs TT AA vXx_2a.ptm - adds 4%
MM YYYYs TT AA vXx_3a.ptm - adds 6%
MM YYYYs TT AA vXx_4a.ptm - adds 8%
MM YYYYs TT AA vXx_5a.ptm - adds 10%
MM YYYYs TT AA vXx_1b.ptm - subtracts 2%
MM YYYYs TT AA vXx_2b.ptm - subtracts 4%
MM YYYYs TT AA vXx_3b.ptm - subtracts 6%
MM YYYYs TT AA vXx_4b.ptm - subtracts 8%
MM YYYYs TT AA vXx_5b.ptm - subtracts 10%

If the fuel trim is off the scale in one direction or another, you must contact MazdaManiac for adjustments.
Once the idle trim is correct (a few % one way or another is totally no big deal - in fact, up to 12% is acceptable since the PCM can go up to 22% before it starts to struggle), drive around in various conditions less that high load and see if the fuel trims stay within +/-6% or so of the idle trim.
If so, you are good to go!

Watch your A/Fs at high load. If they start to swing too lean or too rich, you must contact MazdaManiac for adjustments.
You should be seeing high 13's in some conditions, mid 13's in most conditions and high 12's in others. FI cars should see 11's while in boost.
At all other throttle conditions, A/Fs should be in the mid 14s.
Watch your A/Fs through the "equivalence ratio" display in live data.

The OE PCM uses a combination of MAF, BARO, IAT, ECT and APP/TDC to come up with a numerical value that represents the load on the engine at any given moment.
This number is then used as an axis on all the fueling and ignition tables, referenced against RPM. (Different subsets of tables are selected as a reference to vehicle speed as well.)
There is a preprogrammed limit on this number that the PCM expects to see. If you exceed this limit, a default value is locked in.
All of the OE tables run out at the preprogrammed limit.
In an FI application, we can expect to see significantly more of this "calculated load" than in an NA setup. Therefore, we extend the limits, lengthen the tables and come up with appropriate A/F targets for these new load limits.
Then, everything is rescaled to utilize this new load range in such a way that it is incorporated seamlessly into the regular load range.
Of course, as you can probably imagine, the relationship between load and manifold pressure isn't linear - or even regular - so deciding what is and isn't boost is a bit of a trick since the target A/Fs for these two "ranges" are significantly different.

Then there are the complications of accommodating the variety of intakes (which FUBAR the MAF), injector sizes (which change the scaling) and the little detail of altitude.
In a normally aspirated setup, the OE PCM does some interesting things with the BARO. In a boosted application, this has to be handled a bit differently.
Quote:
The basic calibration "families" that I include run the range from mild to very aggressive. You start with something easy and then work your way up to something that could, if you aren't careful, eat your motor. Discretion is important here.
The way it works: You start with the mild flash ("MM N/A 1", "MM N/A 2", "MM FI 1", etc.) that is appropriate for your car and then monitor the fuel trims on the AP. Once they are established, you look on the provided matrix for the appropriate sub-flash ("a", "b", "c", etc), install it and watch the fuel trims again. Once the trims are accurate, you can then work your way up the tree to the more aggressive calibrations using the proper sub-flash number to get the trim level right.
This method will probably get you right to the ragged edge with the same accuracy as a dyno tune.
However, you can hire me or someone else that is a Cobb-authorized PRO tuner to come over ant fine-tune the thing on a dyno if you prefer.
All MazdaManiac calibrations for the AccessPORT include the following characteristics:

* Increased idle speed (830 RPM typical - 1100 for the Pettit S/C)
* Increased OMP output in all load ranges
* Lower cooling fan turn on points
* Improved low-gear throttle response
* Lean fuel targets for light throttle and cruise conditions
* Removal/cancellation of all or any emissions-related CELs (note: there is currently a bug in the software that allows some CELs to still come through. That will be addressed in an update presently.)

Further customization can be realized by way of increased engine redline, altered S-DAIS operation and a variety of "novelty" calibrations such as "valet" mode, "anti-theft" mode and other such single-purpose adjustments.

Performance gains are realized through "levels" of fuel and ignition recalibration, allowing for leaner naturally aspirated A/F targets with more aggressive ignition timing or increased torque limits, increased fueling and reduced ignition timing for forced induction applications.