PROJECT EDO 400
When we finally got our hands on the new 2008 STI, we all just kind of stared at it for while like it was a spaceship that had crash landed in front of the shop. Sure the wider front and rear fender were a plus, but the hatch took some time to get. Interior-wise up until now, the STi had been fairly simple, equipped with just the bare necessities; basic dash setup and a set of blue alcantara seats. With navigation system, xm radio, and leather trim, we were beginning to think the new STI had lost touch with its rugged, mud-covered roots!!!!
There was only one way to know for sure!!! And within the first 1000 miles, she was already on the dyno. At EDO Performance, we like to use the DYNAPACK chassis dynamometer instead of the roller style dyno for a few reasons. The first and most obvious reason being there can be no tire slip, no rolling resistance, and no chance of the vehicle coming off of the dyno at high speeds. By using a hub adapter, you eliminate variables such as tire temperature, pressure, and traction that can lead to a potentially high margin of error.
Another advantage of using the hub style dyno is the elimination of the ratcheting tie-down straps. Although the use of straps does provide additional traction, the enhancement also changes the rolling resistance of the tire, thus distorting the data further. When speaking about dynamometers, the word “inertia” is thrown around quite often.
Inertia is defined as the resistance to change in a state of motion. Street wheels and tires spinning at high RPM have a large amount of kinetic energy. A large steel drum spinning at the same ground speed has much more inertia. What you end up with, is described by many as the “giant flywheel effect”. By just trying to accelerate the mass of the roller, energy that should be going into the dyno is wasted and a substantial amount of load is then placed on the engine. As a result, the power curve you view on your dyno graph generally looks like a pretty, smooth line. That is because this flywheel effect tends to just smooth over any small, rapid oddities or inconsistencies. Because the dynapack relies on practically zero inertia, the car’s behavior on the dyno can be displayed with much more accuracy and in much higher definition. This is in return however, does yield lower numbers in terms of horsepower and torque.
An initial bone stock base run on the Dynapack gave us 223.5 WHP and 233.4 lbft of torque. It was at that point we realized there was much work to be done.
It wasn’t until we collaborated with BLITZ Performance that Project EDO400 really began to take shape. Initial power upgrades came with the addition of the Blitz power intake kit and quad tip Nur Spec exhaust system. To complement exhaust flow, we also installed a set of Tomei Equal Length Headers. With a quick Motul fully synthetic oil change, zerosports oil filter, and a set of one step colder spark plugs, our Stage 2 Cobb Protune was soon underway.
Up until now, generally what we classified as Stage 2 was just the upgrade of the factory downpipe, catback, and intake system along with supporting modifications like Walbro 255LPH fuel pump and spark plugs. In the graph above we were able to generate 293hp and 322lbft maintaining use of the stock downpipe and fuel pump.
The graph above shows about a 30 horsepower gain that was achieved just by installing the arms turbo charger alone without any additional tuning or larger injectors. We were curious to see what kind of raw power we would gain by simply changing the turbo charger alone on our stage 2.5 setup.
To complete stage 3 of our EDO 400 Project, we added a catted Cobb down pipe and set of Power enterprise 800CC fuel injectors to really make our new Tomei Turbo scream! A Blitz radiator was also thrown into the mix for some added cooling power! After just a few hours of tuning, we managed to make just under 340 WHP with a whopping 372.9 lbft of torque! This was definitely a surprise! In comparison with our previous Tomei Turbo test car, a 2007 STI, we noticed that the GRB produced significantly more torque, while only sacrificing just the slightest bit of horsepower. Since the 2007 STI test car was also equipped with fuel rails and a larger capacity intercooler, we suspect this may have contributed to the difference in horsepower.
When Tomei designed this unit, they had one goal in mind; design a well match unit that would produce significant gains in horsepower and torque, while maintaining lightening fast response and remarkable drivability through sustained power and boost levels all the way to redline. With this unit, Tomei really hit the mark dead on. When used in conjunction with the Tomei Equal Length Headers, we experienced a smoother power band and absolutely zero fade in power at higher engine and RPM speeds.
Installation was a breeze, as usual with most Tomei Products. The new studs and coolant hard pipes that came with the kit were definitely a nice touch. When you hold this unit in your hands for the first time, the old saying "you get what you pay for" seems like it has never had more meaning than in that very moment. From the Tomei Arms Logo cast into the compressor housing, right down to the neat packaging, it is easy to see the Tomei Powered Pride standing behind this unit. You are not just paying for the name, but over 40 years of unmatched quality and engineering experience.
Stay tuned as we put Snow Performance’s new Stage 3 Boost Cooler methanol injection system to the test. Their new stage 3 boost cooler system claims to utilize a user-friendly, 3 dimensional delivery map that will allow the user to “read and inject according to either EFI fuel injector pulse-width, boost level, or any combination of both. The kit also features an LCD screen that displays boost pressure, injector pulse width %, as well as water-methanol injection percent. The kit includes a high volume 150+ PSI high volume pump, 3 quart reservoir, and two nozzles to cover a wide range of horsepower.
“Why methanol-water injection?” you might ask? Much of methanol’s popularity can be attributed to its ability to resist detonation. Having control over detonation allows the vehicle to make more power through added boost or increased timing. Most injection systems use a 50/50 composition of water and alcohol, with miniscule amounts of water-soluble oil to prevent corrosion of the injection system and fuel system. When water is introduced into the combustion chamber, the air-fuel mixture is drastically cooled, resulting in a substantial increase in horsepower and reduction of heat absorption by the cylinder walls. This added cooling effect allows the engine to run at higher rpm and boost levels without overheating.
Dealing with methanol is not a task to be taken lightly. The slightest malfunction during operation can and will most often result in catastrophic engine failure. For many years this risk has been a dividing factor amongst high performance enthusiast. To dismiss these fears, Snow Performance has developed what they have come to call “Safe Injection”. For an additional $200, users will have peace of mind that their motor is protected in those instances where no injection is present and an aggressive tune is utilized. In the event that no injection is present, not only will an alarm be triggered, the timing will automatically retard and boost levels will be reduced. Snow also offers optional solenoids that allow the waste gate or bypass valve to open in the event of insufficient flow or even failure. The failsafe system also utilizes an overflow alarm for leak detection. Stay tuned for more information as we take project EDO400 to the next level!