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Old 11-09-2001, 03:28 AM   #1
sherifx
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Default Import Tuner WRX Dyno Runs

I just picked up the latest issue of import tuner and they have a section on the WRX... They tested out XS Engineering's CAI, Cat-Back and Apex'i AFC. Here are the details:

"The air intake is constructed of polished aluminum and removes the need of the OE mass air housing. Incorporated into the intake is a billet aluminum flange made to except the OE hot wire unit. The intake system replaces and relocates the air filter into the passenger side fender, giving the engine plenty of cool air to ingest. The filter is a conical open-element type using a 3-in. outlet to the intake pipe. The XS exhaust system is 3-in. mild steel with a stainless canister tip measuring 4.5 in. One component that isn't new to Power Pages is the Apex'i Super Air Flow Converter, which is designed to control fuel tuning at almost any given rpm range. This is not only makes a good upgrade for part one of our Power Pages WRX tests, but it will also play a key role in several upcoming tests. APEX is currently working on a Power FC for the WRX, but it will not be available until the middle of 2002. At that time, the WRX Power FC will be available from your local APEX Power Excel dealers." They did the tests on a awd dyno, and the baseline was established as the power through all four wheels


Here are the results:
------------------------------------------------------------------------------------
HP Level HP+ TQ Level TQ+

baseline 168.8 164.8

XS CAI 182.7 13.9 175.7 10.9

XS Cat Back 187.9 5.2 187.2 11.5

APEX S-AFC 190.6 2.7 187.6 .4


some info about their AFC tuning: "...we ran an air/fuel meter during our baseline pass which showed the car running a very rich 10.5 ratio in stock trim. With the air filter and exhaust installed there was definitely going to be some tuning involved with the AFC unit. After tweaking the AFC, our air/fuel ratio was still rich in order to keep detonation low, but the AFC was able to produce a gain of 2.7hp and .4lb of torque over our previous run. What we discovered is fuel tuning is a necessity in the first stage of making more power in the WRX."

Cost Summary:
XS CAI $185
XS Cat Back $495
APEX'i S-AFC $429
--------------------------
Total: $1109
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Old 11-09-2001, 03:39 AM   #2
samowrx
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what is the home page address for xs engineering?
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Old 11-09-2001, 04:27 AM   #3
sherifx
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http://www.xs-engineering.com

but they don't have their stuff on the website yet... I know the CAI is still in prototype form...
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Old 11-09-2001, 11:54 AM   #4
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Yeah.......I was very impressed with the gains of those pieces. It's nice to see some real dyno-tested #'s especially from an intake.......14 hp and 11 lb tq to the wheels!! Damn, those are good gains!!

Mike S.

P.S. I'm still pissed at Import Tuner for bringing that incompetent WRX to the G-Force Battle!!
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Old 11-09-2001, 12:06 PM   #5
BrandonC
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Why is there such a large gain from the intake, but a much smaller gain from the cat-back system? Usually it's the other way around. Is the factory intake THAT restrictive?

On turbo'd VW's, you'll get anywhere from 10-15hp from an exhaust, and almost nothing from an intake....
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Old 11-09-2001, 12:29 PM   #6
subywan-kenobi
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The reason is because the real gains on our exhaust is found in the downpipe and that is just a catback system. Remember, we have our turbo and if you don't let it breathe, don't expect big gains. The exhaust gain makes perfect sense until some decatting or a larger downpipe is incorporated. I'm guessing there would be another 5 hp to be had with the addition of a turbo inlet velocity pipe.

Mike S.
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Old 11-09-2001, 01:07 PM   #7
Dori Dori
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I think its the ecu...

IMO, the downpipe won't do much either...
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Old 11-09-2001, 01:13 PM   #8
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Quote:
Originally posted by Ant WRX
I think its the ecu...

IMO, the downpipe won't do much either...
Do you mean the stock ECU.........if that was the case, then gains all around would be restricted, but yet the intake managed to extract that much power without any changes to the ECU.

Mike S.
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Old 11-09-2001, 03:07 PM   #9
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Take a lookat www.autospeed.com and do a search of MY01. They did a review of a stage one upgrade and did each piece individually and dyno'd it between the installation of each piece.

The exhaust was really minimal, so was the intake. But once the ECU was dropped in... 40HP!! It's all about engine management.
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Old 11-09-2001, 03:49 PM   #10
subywan-kenobi
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Your point doesn't make sense then!! The intake got that gain without touching the ECU!! The only mod to the ECU they even did was put the SAFC piggyback on and that was after the fact they got the 14 hp.............then they were able to extract an extra 3 hp/1 lb tq from tuning that. Yes, engine management makes all the difference, but not in the case of a catback and intake.......at least according to these results. You need more than an SAFC to have total engine management.

Mike S.
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Old 11-09-2001, 05:14 PM   #11
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I actually wonder if there isn't some variance in those runs period. Something isn't entirely right here, I agree with you Subywan
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Old 11-09-2001, 08:16 PM   #12
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Then, isn't that what they gave us? I agree, though, we shouldn't say "x intake yields this" unless its tested alone.
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Old 11-09-2001, 08:18 PM   #13
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Forgive me if I interpret this wrong, but it looks like the first part x was added, and they got x results, and then they added another part y *along with the first part x* and x+y results.

So it would be wrong to assume that part y only produces a small gain as opposed to part x. In reality, whenever you increase the flow at *either* end, there's a good gain. But adding in both doesn't double the benefit, it's an incremental benefit. Not +100%, more like +10%. So either cat-back or intake will produce, say, 15hp difference on their own, but together will produce 20hp difference.

Oh, and as far as exhaust systems go. Pulse tuning is *important*. The better the tuning that goes into the muffler, the better the gains you will get. There *does* need to be some back pressure in the system for the engine to produce torque at low revs, even on a turbo. And the engine produces more torque when the exhaust pulses back to the engine are timed correctly. Think of it like music in a well designed music hall vs. music in an open field. It may sound fine in a open field with a hard rock band that's turned up the sound all the way, but when you have the sound only half-way up or lower, the music hall is going to be a lot better.

Ah, anyway, from my personal experiences with cat-backs, exhaust tuning differs from man. to man., and beware of manufacturers only promoting peak power. Peak power doesn't do you much good if it's in a 500rpm wide power band only. My friend had an HKS cat-back that produced probably 30 or more hp at peak - and less than stock till about 4000-4500rpm. I got a fujitsubo that only produces about 20hp more at peak - and +40hp at 3000rpm. Makes a major difference in driveability.. (twin turbo B4's, not exactly a wrx, but one turbo away from it only.

Paul Hansen
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Old 11-10-2001, 04:45 AM   #14
subywan-kenobi
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So, what we do know is that the intake does give 14 hp/11 lb tq because that piece was tested alone. That's one hell of a statement from XS Engineering's first crack at the WRX if you ask me. Beyond that, we can't know what the individual gain of their cat back is for reasons mentioned above or how much an SAFC would add if by itself. Then again, who adds an SAFC without the intention to put on those basic bolt ons?? Overall, I think it was a good test of the parts and at least someone is trying to give us some dyno proven #'s.

Mike S.
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Old 11-17-2001, 04:55 AM   #15
go go go
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I just saw the mag in a supermarket.
They say WRX motor is EJ20G
obviously they don't know much about Subaru.
WRX in US is EJ205...
EJ20G was the earliest engine in 90's
idiots.
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