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Old 02-23-2010, 04:48 PM   #1
mpj_becks
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Default Dyno Tune: GST Motorsports L gets a low boost dyno tune for the 2010 season

Event: dyno pull
Location: GST Motorsports Hayward, CA
Ambient Temp: 58F
Elevation: Sea Level
Weather: Rainy and miserable
Tires: Hankook C91 275/35/18

Car: 1996 Impreza L
Tuner: Mike Warfield
Dyno Info: Mustang
Peak HP at RPM: 563.6whp at 7500rpm no corrections
Peak Torque at RPM: 425ftlbs at 6250rpm no corrections
Baseline hp/tq for a stock on same dyno: 08 STI 220whp/234ftlbs
Target Boost: 22.6psi
Target AFR: 11.7
Fuel: E85
Engine/Power Modifications: HTA3586 .82A/R, GST Motorsports fully built motor
Driveline Modifications: 08 STI transmission, ACT Clutch
Suspension Modifications: Too many to list
Other Modifications: Too Many to list


This is our low boost/practice map we have spent the off season going through things to try and reduce lag and improve the transient response.

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Old 02-23-2010, 05:35 PM   #2
CKxx
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Your BOV sounds lame
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At what RPM are you hitting the target boost? It looks like it spools pretty quicky.
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Old 02-23-2010, 05:57 PM   #3
mpj_becks
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Originally Posted by CKxx View Post
At what RPM are you hitting the target boost? It looks like it spools pretty quicky.
This is pretty close to spring setting for the car so the response is a little soft but typically target boost in 4th gear is about 4200rpm.

Mike
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Old 02-24-2010, 01:54 AM   #4
socalLGT
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Nice work Mike! That is excellent response for largish single scroll turbo. What did you change from the last time I saw you guys at Super Lap?
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Old 02-24-2010, 10:11 AM   #5
mick_the_ginge
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I would like to know what cams you are running? I love the very flat TQ curve, would you share a little more on your engine setup.
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Old 02-24-2010, 11:45 AM   #6
mpj_becks
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Nice work Mike! That is excellent response for largish single scroll turbo. What did you change from the last time I saw you guys at Super Lap?
Hey Paul, since you last saw the car the main engine changes have been the following,

Cosworth intake manifold, reversed and adapted for DBC.
Custom built flow matched equal length headers
Removed a ton of parasitics from the timing belt system

Mike
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Old 02-24-2010, 11:50 AM   #7
mpj_becks
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Originally Posted by mick_the_ginge View Post
I would like to know what cams you are running? I love the very flat TQ curve, would you share a little more on your engine setup.
Hey Mick, sure no real secrets to our setup to be honest.

Block: 81mm billet crank (Cobb Pro Series), Oliver lightweight rods (Long rod ratio), JE 9:1 compression pistons.

Heads: Cosworth CNC ported heads with Cosworth +1mm valves and valvetrain, Cosworth cams (Standard off the shelf USDM specs)

Mike
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Old 02-24-2010, 11:53 AM   #8
AlxSti
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^^ Nice. Any pix of the car/engine?
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Old 02-24-2010, 12:36 PM   #9
TDagen
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Looks very nice I like the way it just keeps pulling and makes exceptional power for 22 psi , e85 is the cats meow on these big setups.... Do you target 11.7 afr on your "kill mode" tune also? I noticed my engine makes the most power and stays the happiest at .80 lambda- aka 11.75 afr's...
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Old 02-24-2010, 12:39 PM   #10
mpj_becks
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Originally Posted by AlxSti View Post
^^ Nice. Any pix of the car/engine?
There's a ton of pic's here http://forums.nasioc.com/forums/show...st+motorsports

Mike
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Old 02-24-2010, 12:41 PM   #11
mpj_becks
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Originally Posted by TDagen View Post
Looks very nice I like the way it just keeps pulling and makes exceptional power for 22 psi , e85 is the cats meow on these big setups.... Do you target 11.7 afr on your "kill mode" tune also? I noticed my engine makes the most power and stays the happiest at .80 lambda- aka 11.75 afr's...
Well someone else asked me that the other day, what we have found is that if we run the car at 12.2afr it nets a 30whp gain but is only sustainable for 5 laps before temps everywhere start getting nutty. On our full tilt map we have two versions one that targets 11.7 and another that targets 12.2 which I would assume we would only use if we thought that gain may be enough to make up a position or two.

Mike
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Old 02-24-2010, 12:49 PM   #12
TDagen
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That sounds right , I can target 12-12.5 for a little bit and it runs great but beat on the car for awhile and it will start to act up a bit , would imagine after 6 hard laps mine would act up alot lol.... Hats off to you guys I love the car, this is the yellow beast right? Any good car/engine bay pics?
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Old 02-24-2010, 01:02 PM   #13
mpj_becks
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Originally Posted by mick_the_ginge View Post
I would like to know what cams you are running? I love the very flat TQ curve, would you share a little more on your engine setup.
I forgot to mention something Mick we used to have a decent drop off of TQ from about 6500rpm before we switched to the Cosworth intake manifold. When we switched we picked up a ton of top end and lost nothing at all down low.

I honestly suspect when Cosworth designed that piece they really put some work into it working with not only a decent sized turbo (makes sense not like you need a intake manifold upgrade for a TD04) and their cam/head package.

Mike
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Old 02-24-2010, 01:14 PM   #14
Phatron
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props on that tq.....300 tq at 3600-3800 rpm is pretty damn sweet when you have the topend too. Seems like a great all around setup.
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Old 02-25-2010, 11:09 AM   #15
CatfaceType-R
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man, what a graph...563 on that dyno is scarrry I bet
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Old 02-25-2010, 12:02 PM   #16
mpj_becks
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man, what a graph...563 on that dyno is scarrry I bet
Long time no speak Carmi, how's things?

Yea it hauls pretty well, I was testing the old setup on New Years Day and got pulled over in the L out front of the shop. That would have been an interesting ticket for sure

Mike
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Old 02-25-2010, 12:54 PM   #17
Element Tuning
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Wow nice work and the car looks great. Have you been able to get Gary used to the "flat-shift" on the Hydra yet?
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Old 02-25-2010, 01:09 PM   #18
williaty
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BTW, you've made Cosworth's blog.
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Old 02-25-2010, 01:28 PM   #19
mpj_becks
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Wow nice work and the car looks great. Have you been able to get Gary used to the "flat-shift" on the Hydra yet?
Hey Phil, thanks you should see the graph from the race tune I think Gary got pretty used to it when we had it enabled but we have been through so many changes since he last drove it it will be a learning experience all over again for him now.
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Old 02-25-2010, 01:29 PM   #20
mpj_becks
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BTW, you've made Cosworth's blog.
That's pretty cool, we have always had great success with their products!

Mike
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Old 02-25-2010, 01:38 PM   #21
Concillian
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Quote:
Originally Posted by mpj_becks View Post
Block: 81mm billet crank (Cobb Pro Series), Oliver lightweight rods (Long rod ratio), JE 9:1 compression pistons.
That's interesting. similar rod:stroke to the normal 2.5, just a little more displacement. Never considered that approach to stroking.

People seem happiest with these motors with stock rod length and a 79mm crank on the street (1.65), but options for ratios on reasonably priced street motors are pretty limited. Interesting to see that in a race motor, where there's probably a little more budget for using different ratios, you ended up right around the same ratio.

You feel 7500 is a comfortable redline for that ratio? Do you ever push it out to 8k? Certainly still making power out there.

Last edited by Concillian; 02-25-2010 at 01:50 PM.
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Old 02-25-2010, 02:04 PM   #22
mpj_becks
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That's interesting. similar rod:stroke to the normal 2.5, just a little more displacement. Never considered that approach to stroking.

People seem happiest with these motors with stock rod length and a 79mm crank on the street (1.65), but options for ratios on reasonably priced street motors are pretty limited. Interesting to see that in a race motor, where there's probably a little more budget for using different ratios, you ended up right around the same ratio.

You feel 7500 is a comfortable redline for that ratio? Do you ever push it out to 8k? Certainly still making power out there.
Well the motor setup evolved to where it is now over the past couple of years, the only constant we have had is the head and cam package. We tested a bunch of different ratio's with various results but pretty much landed back where we started or almost anyway. There's actually a lot of things done to the block that I am not inclined to divulge (seems these things need some love regarding oiling and block pinning when your pushing them as hard as a tracked car can be)

Redline on the car is 8500rpm, HP starts to taper a little from 8100rpm this dyno was just me doing some tweaking prior to testing and is actually detuned at the boost level it's at from what we typically run with this boost level for practice during time attack events as our testing will see the car run a lot of laps during the day which we would not do during an event (typically no more than 3 hot laps at a time during a session as opposed to 15 minute stints in testing)

Mike
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Old 02-25-2010, 02:22 PM   #23
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There's actually a lot of things done to the block that I am not inclined to divulge
As it should be. Thank you for sharing what you can, Mike.
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Old 02-25-2010, 06:17 PM   #24
Earl
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Originally Posted by soon2bblackongold View Post
man, what a graph...563 on that dyno is scarrry I bet
For a low boost map, IT IS SCARY down Industrial blvd Speedway!

Ask me how i know.
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Old 02-25-2010, 06:22 PM   #25
STi Mikey
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For a low boost map, IT IS SCARY down Industrial blvd Speedway!

Ask me how i know.
Holy chit!!!!

your still alive




u go 11's yet
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