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Old 11-27-2012, 02:02 PM   #4951
Computersare8ad
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Quote:
Originally Posted by PHruska
so ive tried searching and to no avail still cant figure it out.
AVCS on the right side of my v8 swap is working,
AVCS on the left is reading 0's.
no screens, no CELS, wiring is good.
Bad solenoid? im not sure what else it could be.
Try swapping the solenoid. That'll tell you if it is bad or if that isn't the problem.
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Old 11-27-2012, 09:34 PM   #4952
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Any 94 octane pump gas tunes here?

I'm hoping to extract over 300whp or high 12s with the 6speed on a 1/4 mile on low elevation on a version 8/9 twin scroll stock setup.

What are the simple mods that are good for squeezing out some more power for a EJ207?
I've researched that a Grimmspeed EBCS is good, and that a larger MAF housing can really help.

I just want to keep my car as reliable / stock as possible and get the car into the 12s just like any other USDM stage 2 STI
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Old 11-27-2012, 09:53 PM   #4953
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Quote:
Originally Posted by 2JZ View Post
Any 94 octane pump gas tunes here?

I'm hoping to extract over 300whp or high 12s with the 6speed on a 1/4 mile on low elevation on a version 8/9 twin scroll stock setup.

What are the simple mods that are good for squeezing out some more power for a EJ207?
I've researched that a Grimmspeed EBCS is good, and that a larger MAF housing can really help.

I just want to keep my car as reliable / stock as possible and get the car into the 12s just like any other USDM stage 2 STI
Not 94 but running e85 at 24psi on a VF36 and it is easily over 300WHP. A stronger wastegate actuator does amazing things on the twin scroll turbos in addition to a better solenoid.

larger maf is not needed at those power levels
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Old 11-27-2012, 11:02 PM   #4954
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My standard STG2 runs well into the 12's. You dont need E85 or extra parts. Just a good Driver.

C
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Old 11-28-2012, 12:03 AM   #4955
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Originally Posted by Zaider View Post
Link to blog?
The link is right below my screen name, but I'll make it easy:

http://sub-machina.blogspot.com/2012...r-for-sti.html
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Old 11-28-2012, 08:36 AM   #4956
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Quote:
Originally Posted by Clark Turner View Post
My standard STG2 runs well into the 12's. You dont need E85 or extra parts. Just a good Driver.

C
With launch control you almost don't even need the good driver
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Old 11-28-2012, 09:18 AM   #4957
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It's good to see you guys contribute to the so called cluttering and dumbing of this thread. My ej207 iq just got lower by the lack of pure technical reading.
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Old 11-28-2012, 11:59 AM   #4958
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A bit off topic, but still on... What, if any, are the rules for exporting motors from Japan? I ask because I'm curious as to when we'll start seeing GR EJ207s coming to the states.

I know they're 32 bit and it is possible they're very compatible with a GR STIs.
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Old 11-28-2012, 12:10 PM   #4959
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Quote:
Originally Posted by lukeskywrx View Post
Not 94 but running e85 at 24psi on a VF36 and it is easily over 300WHP. A stronger wastegate actuator does amazing things on the twin scroll turbos in addition to a better solenoid.

larger maf is not needed at those power levels
I've been considering a stronger wastegate actuator myself. Which one are you using and how much of an improvement in spool did you see?
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Old 11-28-2012, 12:53 PM   #4960
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Quote:
Originally Posted by lukeskywrx View Post
With launch control you almost don't even need the good driver

I dont really agree with that. LC has never helped me. I can always sixty the car better without it. Drag racing an AWD car with a 6 speed is not an easy thing to do. Bog it, spin em,mis a shift, Dont get into second just perfect.. BAM, 14 seconds.

C
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Old 11-28-2012, 01:00 PM   #4961
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Quote:
Originally Posted by Clark Turner View Post
I dont really agree with that. LC has never helped me. I can always sixty the car better without it. Drag racing an AWD car with a 6 speed is not an easy thing to do. Bog it, spin em,mis a shift, Dont get into second just perfect.. BAM, 14 seconds.

C
Yeah I have to agree, but I also would like to add that it really depends on the type of LC.

An agressive-type LC really helps with sticky tires ( watch out for axles ) vs rpm limiter ( cheapo LC style... )

Making 15-20 psi on a standstill before launch cannot be bad
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Old 11-28-2012, 01:37 PM   #4962
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Were any of the JDM 6 speeds superior the USDM markets? I know the non-DCCD V7 had closer 5/6 gear ratios.

But did any of the spec C's, S202 etc add better diffs, ayc or some other fancy technology?'


edit: found this, but which 6MT are more desirable for maximizing grip/handling for a track?

http://forums.nasioc.com/forums/show...r+decoder+ring

Last edited by 2JZ; 11-28-2012 at 01:54 PM.
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Old 11-28-2012, 01:45 PM   #4963
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Quote:
Originally Posted by Computersare8ad
A bit off topic, but still on... What, if any, are the rules for exporting motors from Japan? I ask because I'm curious as to when we'll start seeing GR EJ207s coming to the states.

I know they're 32 bit and it is possible they're very compatible with a GR STIs.
Don't know the rules but jdm racing motors mentioned having one a while ago.

There are a few challenges:
Find a way to differentiate the thick casting spec c blocks from the regular casting ej207 Sti GRB ones. I'm working on that.
The supplier chain has to finally clean up their act and pair these engines with their keys ECU and immobilizers when they ship out.
The experience pool is relatively small about swapping a CANBUS engine into a different CANBUS body. Will it try to validate the DCCD module? I don't know.
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Old 11-28-2012, 02:20 PM   #4964
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Quote:
Originally Posted by 2JZ
Were any of the JDM 6 speeds superior the USDM markets?

Did any of the spec C's, S202 etc add better diffs, ayc or some other fancy technology?
Any better 6 speeds (better gearing etc) that would be worth looking for to match with the v8/v9 swaps?
This was covered many times but potentially incomplete each time.
The ratios of 5th and 6th were shorter with the JDM and the same technology of the USDM for that particular year was also used in the JDM.
For 2001-2004 there was the option of no DCCD.

What I'm not sure is well known is if the locking rate of the diffs was the same. I read an article about a litchfield based on a spec c that got me to think they may differ.
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Old 11-28-2012, 02:25 PM   #4965
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Quote:
Originally Posted by 2JZ View Post
Were any of the JDM 6 speeds superior the USDM markets? I know the non-DCCD V7 had closer 5/6 gear ratios.

But did any of the spec C's, S202 etc add better diffs, ayc or some other fancy technology?'


edit: found this, but which 6MT are more desirable for maximizing grip/handling for a track?

http://forums.nasioc.com/forums/show...r+decoder+ring
I have an s202 swap, and have a trans. oil cooler, no DCCD, APsuretrac front diff. ( as opposed to open diff. )
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Old 11-28-2012, 02:28 PM   #4966
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I have owned and driven countless sti's in my 10 year Subaru career, and the torque split feels identical to an 04 sti, with the old 65/35 split

I kinda miss the dccd though, but love my tranny on a track.
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Old 11-28-2012, 02:57 PM   #4967
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what about the rear side to side?
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Old 11-28-2012, 03:11 PM   #4968
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Quote:
Originally Posted by Vlad View Post
what about the rear side to side?
I'm not sure I understand your question

But it has a mechanical rear limited slip. ( I'm saying this by feeling though ). It REALLY doesn't feel like a torsen.

I'm reading the center diff is a 4KGf, which I will probably end up destroying soon with all that lapping and aggressive tires.


I'm not too schooled on the 4kg/F thing. Someone else might enlighten me on this.
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Old 11-28-2012, 04:17 PM   #4969
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I've seen a list of features of JDM 6 speeds, including types of front and center diffs.
Not much about JDM rear LSD.
The USDM were mechanical upto '07, then torsen, I think. The JDM may or may not be the same.
The torsen may have had different torque bias ratios, but I'm only guessing this.
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Old 11-28-2012, 04:34 PM   #4970
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Originally Posted by Vlad View Post
I've seen a list of features of JDM 6 speeds, including types of front and center diffs.
Not much about JDM rear LSD.
The USDM were mechanical upto '07, then torsen, I think. The JDM may or may not be the same.
The torsen may have had different torque bias ratios, but I'm only guessing this.

Torsen has a very different feel IMO. They don't tend to lock up as much ( under rain, for example, torsens get better traction ) and you can get on the gas much faster in low traction conditions than an m-LSD.

Both have their advantages, but if I were to choose, I would choose a torsen for almost every application. It's just that much better. LSD's, when in good shape, can lock the wheels much faster. Torsens give phenomenal traction though..
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Old 11-28-2012, 05:35 PM   #4971
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JDM STi with DCCD have a Plated rear LSD until the MY07, where it becomes a Torsen, the Spec C retains the Plated rear LSD even on MY07.

Torque split on the DCCD is 65R/35F until MY06, where it becomes 55R/45F, the DCCD pack is different on the 55/45.

Nicest handling combination IMHO is the MY05, which is the last 65/35 but has the extra sensors for the DCCD-A for yaw and steering position, the MY06 onwards is too front biased. DCCD-A is integrated with the ABS system, with the cetre diff lock released when you press the brake pedal, there is a bypass for this as part of the Group N mods.

Front LSD is a Helical (torque biasing) diff unit.

5th and 6th is shorter on the JDM to the USDM and UK, 1st to 4th is the same.

Torsen rear LSD works fine until you lift a wheel, you then get zero drive, so no good for kerb hopping on track.

Most of the JDM boxes use a 1:1 drop gear ratio with 3.9:1 rear diff, but MY06 onwards go to a 1.1:1 drop gear with the higher rear diff ratio, so dont mix these up!
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Old 11-28-2012, 11:09 PM   #4972
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Quote:
Originally Posted by johnfelstead View Post
JDM STi with DCCD have a Plated rear LSD until the MY07, where it becomes a Torsen, the Spec C retains the Plated rear LSD even on MY07.

Torque split on the DCCD is 65R/35F until MY06, where it becomes 55R/45F, the DCCD pack is different on the 55/45.

Nicest handling combination IMHO is the MY05, which is the last 65/35 but has the extra sensors for the DCCD-A for yaw and steering position, the MY06 onwards is too front biased. DCCD-A is integrated with the ABS system, with the cetre diff lock released when you press the brake pedal, there is a bypass for this as part of the Group N mods.

Front LSD is a Helical (torque biasing) diff unit.

5th and 6th is shorter on the JDM to the USDM and UK, 1st to 4th is the same.

Torsen rear LSD works fine until you lift a wheel, you then get zero drive, so no good for kerb hopping on track.

Most of the JDM boxes use a 1:1 drop gear ratio with 3.9:1 rear diff, but MY06 onwards go to a 1.1:1 drop gear with the higher rear diff ratio, so dont mix these up!
Was the DCCD-a found on USDM cars as well? Is the yaw similar to the ayc in the EVO X? Or am i confusing the two?
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Old 11-29-2012, 12:06 AM   #4973
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Pretty sure the torque split 06+ is 59R/41F
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Old 11-29-2012, 01:30 AM   #4974
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Quote:
Originally Posted by simon021 View Post
I've been considering a stronger wastegate actuator myself. Which one are you using and how much of an improvement in spool did you see?
I am running an older Kinguawa 18psi version, I get +22 psi at ~3700-3800 RPM in 4th. That is with a FMIC as well.
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Old 11-29-2012, 11:12 AM   #4975
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Originally Posted by K1WRC View Post
Pretty sure the torque split 06+ is 59R/41F
I just landed on this, and had TOTALLY forgotten about this. Let me get you the correct facts about the torque splits, I kept all the product guides...

07 STI :

Manual Transmission (6MT):
First Gear---3.636
Second Gear---2.235
Third Gear---1.521
Fourth Gear---1.137

Fifth Gear---0.971
Sixth Gear---0.756
Reverse Gear-3.545
Final Drive Ratio---3.900



06 STI :

Gear Ratios (6MT) Manual Transmission
First Gear - - - - - 3.636
Second Gear - - - - - 2.375
Third Gear - - - - - 1.761
Fourth Gear - - - - - 1.346

Fifth Gear - - - - - 0.971
Sixth Gear - - - - - 0.756
Reverse Gear - - - - - 3.545
Final Drive Ratio - - - - - 3.900

And yes, 06 + has 59R/41F torque split

The Evolution of DCCD

For situations where you are selling previously-owned WRX STIs, please note the following enhancements to the system since its introduction

Model Year


Revision

2003


Original DCCD system employs an electronically controlled torque transfer system with a compact electro-magnetic clutch to vary front/rear torque distribution up to 35/65

2005


DCCD with Yaw Sensor takes DCCD a step further by using Yaw Sensor data to measure and combat pivoting by optimizing traction

2006


Electro-magnetic clutch is replaced by cam-type mechanical limited-slip centre differential to provide a more efficient centre differential reaction

Steering Angle Sensor added to DCCD Logic to allow DCCD to respond faster to the yaw condition of the vehicle

Default torque split changed to 41:59 (front/rear) to give more front torque bias than previous models to reduce oversteer and optimize handling through enhanced stability

2008


Multi-mode DCCD is introduced on the new generation WRX STI
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