TRS TUNING FAQ

Follow the app’s logging instructions, use a supported OBD connection and allow the engine to reach its normal operating temperature. Start recording before the behaviour you want us to inspect and keep the surrounding data in the file.

We require a log recorded at full throttle in either 3rd or 4th gear, from 2,000 RPM to 7,000 RPM, emulating a dyno pull, where this range is supported by your vehicle and calibration. If your configured rev limit is lower than 7,000 RPM, agree a lower finishing RPM with TRS before testing. Do not exceed your vehicle’s configured rev limit.

For load testing, agree the test with TRS and use a suitable dyno or closed-course controlled environment. Do not operate or watch the phone while driving.

Save the original .CSV file. Note the vehicle, tuning stage, fuel used and app settings so we can understand the conditions under which it was recorded.

These channels show how much ignition timing the ECU is pulling back for each cylinder. For the TRS ignition-retard channels described here, we ideally want to see 0° on every cylinder.

The MK7 Fiesta ST 1.6L has four cylinders; the MK8 Fiesta ST 1.5L has three. Review all of the cylinder channels available for your vehicle.

Channel names and sign conventions can differ between logging tools. The negative values below refer to the TRS channels where a negative value means timing is being removed.

An occasional, brief −0.75° correction on one cylinder can be acceptable when the rest of the log is clean. A single small correction does not automatically mean there is a problem.

We look at the whole recording: how often the correction occurs, whether it repeats under load, and what the other cylinders are doing. A value that is brief and isolated is different from a correction that keeps returning or remains present.

This is a guide for reviewing TRS logs, rather than a universal pass/fail limit. If you are unsure, send us the original CSV file.

Repeated corrections around −3° across several cylinders need attention. Reduce engine load and send us the log before carrying out another full-load test.

A more conservative RON setting may be appropriate — for example, changing the software from 99RON to 97RON. Make the change with the vehicle parked and engine off, following the app’s instructions.

The selected map must suit the fuel actually in the tank. Lowering the software’s RON setting does not mean you should switch to lower-octane fuel, and it will not repair a mechanical fault. If corrections persist, contact TRS for a review.

The boost slider sets a target boost pressure. If you select 1.6 bar, that is the selected target for the calibration. It is not a guarantee that the engine will hold exactly 1.6 bar at every RPM or operating condition.

Compare requested boost and actual boost at the same time and RPM. The ECU’s live request can change with operating conditions and protective limits, so check the requested-pressure channel where it is available.

Check the units and pressure reference as well. Gauge boost and absolute manifold pressure are different measurements and should not be compared directly.

First check that the log still shows a 1.6 bar request at 6,000 RPM, and that the shortfall is repeatable. If the requested pressure has tapered, a lower actual reading is not automatically an actuator problem.

For a supported MK7 calibration, where the hardware is healthy and the log confirms an actuator-control adjustment is appropriate, our example is to increase Actuator Adjustment to +1. On this TRS setup, a positive adjustment applies more wastegate duty cycle to help actual boost reach the requested target.

+1 is an example setting, not a guaranteed 0.1 bar increase. Make one agreed change, then save a fresh log to check the result. Do not keep increasing the adjustment to compensate for a boost leak, a faulty actuator or a turbo that cannot meet the target. Send us the log if the cause is unclear.

If actual boost is repeatedly exceeding the logged request — for example, 1.7 bar actual against a 1.6 bar target — reduce engine load and have the log reviewed. A brief transient spike and a sustained overboost condition need different interpretation.

Where software adjustment is appropriate on a supported MK7 setup, TRS may advise reducing Actuator Adjustment to −1 or −1.5. This reduces wastegate duty cycle for this calibration, with the aim of bringing actual pressure back in line with the target.

The correct value depends on your turbo, actuator and hardware. These are examples, not automatic steps to apply to every car. Make one change at a time and check a fresh log; persistent overboost needs investigation.

The actuator examples on this page refer to supported MK7 Fiesta ST calibrations where the app offers Actuator Adjustment. Do not assume that the same control, values or behaviour apply to the MK8 or to every package.

The adjustment is a software setting, not a boost value in bar. Use only the options available for your vehicle, and contact us if the control is missing or you are unsure which setting applies.

Send the original .CSV file on WhatsApp using the link below. A screenshot can help identify the area of concern, but please include the full file so we can review the surrounding data.

• Your registered TRS Performance app email address.
• Your vehicle model and selected stage.
• Turbo and supporting hardware, including injector or camshaft upgrades.
• The fuel in the tank and the selected RON map.
• Your boost target and Actuator Adjustment value, if available.
• Any recent changes, fault codes or symptoms, and the RPM or part of the log you want us to inspect.

We can review the log and advise whether software changes or mechanical checks are needed.

Send your CSV to TRS on WhatsApp ↗