Last weekend I was hired to fly out and tune a bunch of Subarus in Atlanta at Dyno4mance.com. By the way.. If you live in that area check out Dyno4mance. They have the nicest and largest shop I have been to in the US and the owner is one hell of a nice guy...

I Flashed three US STI's last weekend. Two 2004's and a single 2005. Below are Dyno charts of one of the 2004's owned by Dlowman on the forums. Dan's car had a Turbo back exhaust and an intake. This car used a Stock turbo but it had the Deadbolt Port and polish done to it. Dan mentioned that Jerry at Deadbolt did this one by hand because of a machine failure at the time.

As you can see by this chart we are dealing with some healthy increases.. I started off with my Base STI flash program. This program seems to perform well and "most" cars hit 17-18 psi for a moment and fall off. On some cars less boost is seen in the 15-16 psi range. Why some cars make more I have yet to figure out.. Dans made a 2-3 psi more with this base program then the typical car... Also note that this is Run 2 against run 3.. I ran the car, flashed it and ran it again.

http://www.kingpinperformance.com/main/images/chart5.jpg

Here is a chart of Baseline HP against Flash Rev1 hp and boost. The Red line is the stock boost in PSI. Although it looks like we ran right over 21 psi we did not. We hit around 20.5 psi for a moment as shown in my DD logs. Notice his stock baseline run was almost 15 psi and had an odd couple of boost spikes to it.

http://www.kingpinperformance.com/main/images/chart4.jpg

I saw we over boosted a bit in the low end and the trq down there is the result of that overboost.. I edited the boost maps and after talking with the owner we made the choice to lower boost and power output to a safe level. While Dans car never knocked during the high boost pulls I would not feel safe letting a car leave with this much boost. Dan Agreed.

After a few more edits/flashes and dyno pulls we ended up with this chart. Boost is pushed up 19 psi for a second on spool up and 18 in the logs. After that boost falls off. While a hot tune for sure after 3 back to back loaded pulls and some WOT lock loaded sweeps dans car never knocked.

http://www.kingpinperformance.com/main/images/chart2.jpg


Here is the final tune or detune for Dans car. This is a rock solid tune that I can feel safe about. I loaded the car at WOT locked with no signs of knock and good healthy Correction numbers in the ECU. After a few more pulls the ECU's turbo dynamics smoothed out that low end boost spike. If Dan wants to push things he can add a boost controller and change boost levels. His ECU is mapped for the higher boost of the original Rom file. He plans on getting a boost controller and I suggested a nice safe 16 psi for everyday use.

http://www.kingpinperformance.com/main/images/chart3.jpg

Here is a final chart of AFR and HP from run 2 to the final run. This AFR chart to me is about perfect. AFR corrections where spot on after I edited the injector scaling and fuel map. His intake was throwing things off a bit. Run after run netted no correction. Notice how rich a stock STI runs...Dans car was a prime example of how the stock ECU responds to higher airflow.

http://www.kingpinperformance.com/main/images/chart1.jpg

Both of these flashes are available through Kingpinperformance.com. A registered Nasioc vendor. You can Email me or PM me about which file you need if you plan on running a Kingpin flash. That way I can make sure they flash your car with the right file.

Note... This is a Dyno dynamics dyno which reads 40-50whp less then a Hub dyno or Dynojet. Pay attention to the Delta or gains and not so much the actual numbers. Dans car would lay down an easy 315-325whp on a Dynojet Dyno.

Clark

Huge gains!! Great work Clark!!

I was so amazed by the gains that I am now selling my newest project(95 Mustang) car to buy a STI. So as soon as the Mustangs gones its Hello STI Hello GIANT TURBO.

Clark did a great job tweaking everyones car. I dont think there was anyone that wasnt happy with there gains.

Peace Matt

Very impressive. The different exhaust housings (P18 vs P17) on the VF39s might explain the difference in peak boost. There is a thread on it in the EJ257 forum.

-st

Nice numbers as usual Clark.. Cant wait to see what yours does on the DD, i would put mine on one put i am afraid i would leave pissed off :lol:

Matt. Let me know when you get that STI. I got a nice program for you. Should take down your brother on a roll... Dont race him to long though... His car has some top end :)

Singletrack... Had no idea about the housings. Will look for the thread. That could certainly explain things.

Cronic.. Yes.. Dont put your car on the DD. You will certainly be pissed and you will have to lower your Profile from 404whp.. hehe..

C

Matt. Let me know when you get that STI. I got a nice program for you. Should take down your brother on a roll... Dont race him to long though... His car has some top end :)

Singletrack... Had no idea about the housings. Will look for the thread. That could certainly explain things.

Cronic.. Yes.. Dont put your car on the DD. You will certainly be pissed and you will have to lower your Profile from 404whp.. hehe..

C

hmm mebey i will slap on that 50 shot then throw her on the DD :lol:

if i made 300-310 on pump on the DD i would leave with a smile :D

How does delta dash results (state what type of smoothing)compare to the various dyno results?

Good job Clark. You have really contributed to the Subaru community with your tuning advice and especially all your travels.

Greg

ps - pm me about a reflash on a 2004 sti ecu. Thanks.

I think Dan has the 17 exh housing, becasue we were looking prior to getting on the dyno to figure out the difference in mods. There were 3 white, 1 black, 1 blue STI at the event and all had 17's AFAIK. Dan was the boost champ.

Clark, do you do all the tuning at dynocomp? i just got the b&b turboback/uppipe and i want to do a reflash and have you tune it....should i go thru kingpin for the reflash?

Clark, do you do all the tuning at dynocomp? i just got the b&b turboback/uppipe and i want to do a reflash and have you tune it....should i go thru kingpin for the reflash?

Yea, call kingpin for the flash and then Mike will set you up with Clark for the tuning..

thank you very much!

Richard Garcia does the ECUtek tuning at Dynocomp. Rich is the owner. We used to work together alot. I tune cars for my customers and other shops at Dynocomp and in those cases I do the tuning. We make a pretty good team and work together on some projects.

I had nothing to do with the Dynocomp flash and have not actually been present when its been run so I cant comment. I hear some people are happy from reading the boards though.

Cya

Clark

Ok, so if buy the ecutek flash from kingpin you can tune the car for me....at this point your the only person i trust for a good tune job. :disco:

Ok, so if buy the ecutek flash from kingpin you can tune the car for me....at this point your the only person i trust for a good tune job. :disco:

Good choice :D

You can contact me offline to arange a tune. I can call Rich to set it up.

C

Clark-

In another thread you said that running 12:1 at peak torque was a recipe for disater.....yet in this tune @ peak torque the AFR is 12.:1 and you said the AFR is about perfect. :confused: Im just trying to understand the whole tuning philosophy. Is 12:1 ok as long as the torque curve is smooth(i.e. no dips?)

drew

Clark-

In another thread you said that running 12:1 at peak torque was a recipe for disater.....yet in this tune @ peak torque the AFR is 12.:1 and you said the AFR is about perfect. :confused: Im just trying to understand the whole tuning philosophy. Is 12:1 ok as long as the torque curve is smooth(i.e. no dips?)

drew

It depends on a lot of factors, principally it depends on the fuel you are running. If you're on C16, 12.0 is too rich. If you're on pump, it's a recipe for disaster - an expensive one at that. It's just about perfect for medium grade race gas, particularly 100-103 unleaded on up to perhaps 108-110 octane leaded. Now, the other factors include the efficiency of the turbo at the desired pressure ratio, the efficiency of the intercooler (both of those factors contribute to the temperature and thus density AND det resistance of the intake charge)

With 93 octane, a Green or GT30R and good FMIC, for instance, you can usually run 11.3 or so in the torque peak on up to 11.8 or 11.9 at redline. In that same situation, but with a vf34, you will probably need to run 10.9-11.0 at the peak leaning to maybe 11.4 at redline. That's all due to turbo efficiency.

You can never just say "10.8:1 AFR at torque peak" is perfect, and be correct. There are too many other variables. It's almost a stretch to say: "10.8:1 AFR is perfect on 93 octane with a vf34 and an STi TMIC at 4500 RPM with 17.5psig at 1126ft above sea level on July 22nd at 9:30AM with a temp of 91F and relative humidity of 87%." There are STILL variables you're not accounting for there. When tuning, you try to find a good balance between performance and reliability. That balance is different for everyone. For one person, they want 10th percentile performance with 95th percentile reliability. For that person, you build a map that is safe, safe, safe. One that is very, very unlikely to ever det or break anything, and which, correspondingly, leaves power on the table. Somebody else wants a pure dragstrip tune. Then, you add advance, lean it a little, bump up the boost and warn them that extended 5th gear pulls on the highway will carry a fair chance of requiring a mop and a lot of weekends in the garage.

-Sean

thanks for explaining it a little further. I dont think I've seen anyone take the time to break it down like that.

drew

In another thread we where talking a completely different engine.. EJ205 and this is an EJ257. Just about everything is different on those two engines.

C

In another thread we where talking a completely different engine.. EJ205 and this is an EJ257. Just about everything is different on those two engines.

C

:) Obviously, another fairly important consideration...

Yep.. Think about it.. The heads, cams, intake manifold, block, pistons, crank, rods, pulleys, oil pans, turbos, fuel rails, injectors, intercooler, comp ratio, bore, stroke ect ect are all different.

C

Yep.. Think about it.. The heads, cams, intake manifold, block, pistons, crank, rods, pulleys, oil pans, turbos, fuel rails, injectors, intercooler, comp ratio, bore, stroke ect ect are all different.

C

Oh, THAT's all? ;)

[QUOTE=WgnWheel]Ok, so if buy the ecutek flash from kingpin you can tune the car for me....at this point your the only person i trust for a good tune job. :disco:[/QU

I would go this route, i know people who drive out from california etc. to have clark tune there wrx or sti.
Good Luck...
Christopher

some people here in Portland have even flown Clark and Mike up here, housed them for a couple of days...and whatnot, just to get a good tune.

so...another recomendation for Clark


Steve

Ok, so if buy the ecutek flash from kingpin you can tune the car for me....at this point your the only person i trust for a good tune job. :disco:

Absolutely. Clark and the Kingpin guys have full time access to a Dyno here in town. Mine was tuned a couple weeks back, and it's running strong over 300 whp currently.

Hit them up for sure, they will take good care of you.

peace!

wow great numbers.

if i made 300-310 on pump on the DD i would leave with a smile :D
I made 310 on a DD on 91 CA gas... but theres nothing like a good race gas map :D..

Nice #'s :disco: , high to mid 12's. not bad for a couple of mods......

This AFR chart to me is about perfect. AFR corrections where spot on after I edited the injector scaling and fuel map.

You mention editing the injector scaling ... is this on stock injectors? Do you still need to adjust scaling with stockers? This particular point just happened to stand out to me.

Great work by the way. I'm a bit jealous. I have a TBE and EcuTek reflash on my car, but the hp curve falls flat around 5500 RPM where yours seems to continue to climb in that range. I'm wondering in my case what was the limiting factor ... injectors, fuel pump, stock airbox, cat in the exhaust, turbo, or tuner ;) My car feels pretty fast for what it is and I'm actually very happy with the EcuTek flash, but you always feel like it could do more ...

Here's my dynojet plot for reference. 93 octane, 05 STi with 3" hi-flow catted TBE and EcuTek as the only mods.

http://joshdaynard.com/dyno.jpg

Hopefully some day you will come East to do some tuning, preferrably right after I install your GT35R kit ;)

Just eyeballing it quickly it looks like Clark's tune is as follows:
-5500-7000rpm => 60fttq drop (255tq - 105tq)
-5500-7000rpm => 15hp drop (270hp - 255hp)

You chart shows:
-5500-7000rpm => 60fttq drop (275tq - 210tq)
-5500-7000rpm => 15fttq drop (290tq - 275tq)

Looks about the same to me in that range of hp in the 5500-7000rpm range.

Yeah, good point. I guess I was looking more at the shape of the curve where it seemed like his was still climbing while mine went flat. Although mine does seem to hold near peak hp from 5500 - 6700 or so. I have a feeling overall that the 270 DD hp is > my 290 Dynojet though ;)

Either way, it's obviously begging for a bigger turbo :)

Hi guys. Those runs where done at Dynoformance in Hotlanta. Here is a link to the cars I tuned while I was there. There where two STI's that I flashed that day. A white one and a black one.

Josh. Your plots look pretty good man. Congrats on that. Keep in mind that my tunes where done on a Dual Retard Dyno dynamics dyno which was about the lowest reading dyno I have been on. If you browse around to some of the other cars I tuned that day you can get an idea of how that dyno reads. This flash on a Dyno jet produces 290-300whp on decent gas.

If you are worried about Trq drop off you can spring the gate and simply retune. Doing this produces another 2-3 psi at redline. Here is a car I tuned recently with exhaust a utec, a sprung gate and some C16. On pump gas the car made right around 300whp. Although this dyno jet is the all black roller type and reads a stock car around 230-240whp. The old plots where an ECUtek tune that was obviously running rich due to the exhaust changes. I could have produced 290-300whp on the ECUtek tune on this car but the car now had a Utec and Chris wanted race gas plots. Before this round of mods the car went 12.2 on the Ecutek. This C16 tune would net 11's. But now Chris is installing a TO4R and going for well over 500whp.

http://www.kingpinperformance.com/main/images/04ChrisUTEC.jpg

That entire thread:

http://forums.nasioc.com/forums/showthread.php?t=681531&highlight=horshack

Cya

Clark

Thanks Clark. Keep up the great work and informative posting. We are all benefitting in the long run from your hard work and dedication as you add to the knowledge base of how to extract max POWA from these cars. :)

Clark did a great job on my Tune I highly recommend him. He is a great guy and I appreciated everything he did for me. I am now going a different route though. New turbo and block :) I wish you weren't so far away Clark.

Dan

I wish I knew how to post pictures on this ish! Anyway I had my 04sti tuned by Andrew at Dyno4mance; gave me a great conservative tune, only running about 16psi. I am however using the Exede by Chip tourque which I purchased through Vishnu, out in Cali. The exhaust you'll see is also a Vishnu product, shipped in from Australia.. Check out my dyno graphs on my cardomain page here ->

http://www.cardomain.com/memberpage/774419

Andrew will be installing a FPgreen and some beefy fuel injectors for me in the next few months; then Shiv from Vishnu will tune the map for me at the Dyno4mance dynoday in early april. If your anxious about letting someone work on your baby, Andrew is THE MAN... He'll take car of your scooby like it was his own! great facility by the way too...

Andrew is a great guy! Nothing but good things to say about him. During our kingpin dyno day I got to spend quite a bit of time with him and his wife. 1st class people.
I just don't want to have to go that far when I have a new shop that I trust right around the corner. I wouldn't hesistate to recommend Andrew though.