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Old 02-27-2010, 01:34 AM   #1
Maxwell Power
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Default Maxwell Power Tuned, 2.35L GT35R 537whp and 9k rpm, 4K rpm power band

26 psi tune on a destroked 2.5L with long rods. Displacement is 2.35L. Here's the build thread: http://forums.nasioc.com/forums/show....php?t=1924076

Event:
dyno tune
Location: Maxwell Power Services in Arlington, WA
Ambient Temp: 55F 67%humidity
Elevation: 200ft
Weather: Seattle Weather


Car: 2007 STi
Owner: Dominic Acia
Tuner: Dominic Acia of Maxwell Power Services (DomTune)
Dyno Info: DynoCom
Peak HP at RPM: 537@6250 whp SAE corrected
Peak Torque at RPM: 463 SAE Corrected @ 5950rpm
Baseline hp/tq for a stock on same dyno: 245whp
Target Boost: 26psi
Target AFR: high 11's
Fuel: Pump 92oct
Method: AEM

Engine/Power Modifications:

*MPS Power Factor SS 2.35L shortblock: JE Pistons, full blueprint, Long Rods, 75mm crank, 8.3:1 CR
*BC 272 Cams, Ferrea Valves and Supertech Springs, Polished 11mm oil pump
*GT35R w/.82 housing
*Perrin FMIC
*ID 1000cc injectors, TGV Deletes, Grimmspeed Spacers, rotated 09 FXT black intake manifold


thanks for looking,
Dominic Acia
Maxwell Power Services
Arlington, WA
360-474-8225



retuned

YOU CAN'T ARGUE WITH A 4K RPM POWER BAND OR 152MPH IN 4TH GEAR!!
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Last edited by Maxwell Power; 03-20-2010 at 12:33 AM.
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Old 02-27-2010, 01:44 AM   #2
TDagen
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Wow I really like the looks of this powerband, From 5000rpm to 9000rpm its pull pull pulling!
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Old 02-27-2010, 01:46 AM   #3
reddevil
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That is some serious RPM!
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Old 02-27-2010, 02:02 AM   #4
seanathanq83
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that is one nice graph love how it hold pretty much 300wtq at 9k and almost 500whp
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Old 02-27-2010, 02:06 AM   #5
TDagen
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Dom before long I am going to be building an engine that will handle 650whp no problem, do you think this type of setup maybe different cams and add some iron sleeves would be a good choice for a 650 awhp E85 beatings regularly? Obviously it will need some serious maitenance/upkeep but what are your thoughts?
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Old 02-27-2010, 02:07 AM   #6
Sinister_kid
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I like the look of that graph dom!
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Old 02-27-2010, 03:14 AM   #7
Maxwell Power
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Default

Quote:
Originally Posted by TDagen View Post
Dom before long I am going to be building an engine that will handle 650whp no problem, do you think this type of setup maybe different cams and add some iron sleeves would be a good choice for a 650 awhp E85 beatings regularly? Obviously it will need some serious maitenance/upkeep but what are your thoughts?

This is what we're going to do in our drag car. Only the drag car will have bigger cams and ported heads. This car has factory ports which explains why the power is so flat at the end; they're pretty much at their limit I think. I'm going to try more boost once I fix the clutch and see what happens. After that I'm going with bigger cams. After that, porting the heads. Doing a lot of R&D to see what really makes this engine move air.
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Old 02-27-2010, 03:15 AM   #8
Maxwell Power
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Default

Quote:
Originally Posted by TDagen View Post
Wow I really like the looks of this powerband, From 5000rpm to 9000rpm its pull pull pulling!
Quote:
Originally Posted by reddevil View Post
That is some serious RPM!
Quote:
Originally Posted by seanathanq83 View Post
that is one nice graph love how it hold pretty much 300wtq at 9k and almost 500whp
Quote:
Originally Posted by Sinister_kid View Post
I like the look of that graph dom!

thanks guys.

I hate lag, but once the power comes on it's an awesome ride. With the 07 gears it's even more fun because you can do around 140 in 4th and about 80 in 2nd.
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Old 02-27-2010, 09:24 AM   #9
RealStreet
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What clutch were you using?
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Old 02-27-2010, 10:26 AM   #10
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out of curiousity, why destroked? just something you felt like doing or benefits behind it?
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Old 02-27-2010, 11:02 AM   #11
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stock location turbo?
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Old 02-27-2010, 11:06 AM   #12
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Quote:
Originally Posted by jsnm View Post
stock location turbo?
no, is rotated
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Old 02-27-2010, 12:06 PM   #13
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Thats just nuts. Dom your the man.

I want to build a block like this.

I wonder what this would do with a 30R sized turbo? "wider powerband vs greater topend"
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Old 02-27-2010, 12:44 PM   #14
48mpg
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80 mph in second gear sound damn awesome.
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Old 02-27-2010, 12:50 PM   #15
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Quote:
Originally Posted by Boxer112 View Post
out of curiousity, why destroked? just something you felt like doing or benefits behind it?
Destroking the 2.5 is a great reliable way to rev the crap out of a scoob. the bore vs stroke is better paired...
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Old 02-27-2010, 03:52 PM   #16
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nice build, nice results from, 2.35 in a us sti is 1 of a kind
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Old 02-27-2010, 04:00 PM   #17
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nice work
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Old 02-27-2010, 05:00 PM   #18
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Quote:
Originally Posted by Maxwell Power View Post
thanks guys.

I hate lag, but once the power comes on it's an awesome ride. With the 07 gears it's even more fun because you can do around 140 in 4th and about 80 in 2nd.
that's the difference of an entire gear with my 7500 rev right now. I have new heads going in for a 8K rev and prior on stock only hit 40mph in 2nd and 80 in 3rd.

I love high RPM shifting. Sweet whip !
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Old 02-27-2010, 06:24 PM   #19
Bariga
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what happen with brand new clutch?
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Old 02-27-2010, 07:11 PM   #20
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Quote:
Originally Posted by Boxer112 View Post
out of curiousity, why destroked? just something you felt like doing or benefits behind it?
...what did this motor do that no 2.5 can pull off reliably?
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Old 02-27-2010, 11:17 PM   #21
Maxwell Power
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Quote:
Originally Posted by CKxx View Post
...what did this motor do that no 2.5 can pull off reliably?

9k rpm.
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Old 02-27-2010, 11:19 PM   #22
Maxwell Power
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clutch update. the retaining ring that holds the throwout bearing in place was jammed up in the mechanism.
I replaced the pressure plate this morning and everything works great.
I also found out that my methanol system wasn't getting power... the line was cut. I cut it yesterday when I was moving the control unit and forgot to reconnect it. So this tune was on pump gas.... I'm doing a compression check on tuesday.
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Old 02-28-2010, 12:44 AM   #23
redrex2002
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any benefits of destroking a 2.5 liter versus stroking a 2.2 liter?
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Old 02-28-2010, 09:45 AM   #24
jigga
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Quote:
Originally Posted by Maxwell Power View Post
I also found out that my methanol system wasn't getting power... the line was cut. I cut it yesterday when I was moving the control unit and forgot to reconnect it. So this tune was on pump gas.... I'm doing a compression check on tuesday.
ouch...

Might be an idea before going balls out in the future to test for a difference in Air Fuel ratios with the methanol system on and off, just to make sure that the system is actually functional.

on the bright side, at guess we now know that it is possible to push that kind of power on pump fuel, given the setup..
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Old 02-28-2010, 12:08 PM   #25
Maxwell Power
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Quote:
Originally Posted by jigga View Post
ouch...

Might be an idea before going balls out in the future to test for a difference in Air Fuel ratios with the methanol system on and off, just to make sure that the system is actually functional.

on the bright side, at guess we now know that it is possible to push that kind of power on pump fuel, given the setup..

Yeah, you're completely correct, I screwed up. My only defense is that I was sick as hell that day and being pulled in a ton of different directions by employees, customers etc. On top of that, I wasn't doing the driving on the dyno so I couldn't see the LED that says the meth is active. I should have told my guy to watch the light. Combine that with the sticking clutch issues and my mind just wasn't in the right place. My own fault 100%.

However, it does explain a lot of things. The first being the lean hump at peak boost. I tried and tried to get that down, but it wouldn't happen no matter how much fuel I added. I had plenty of injector duty to work with but it just didn't seem to help. I thought I was having an issue with Accel fuel. Now looking back I know it was an indication that my fuel pump is just about maxed and possibly the stock fuel rails. I've been running the stock rails and one walbro for some time just to see what the actual limit is. I'm guessing this is it. Had the meth been active, it would have reduced the demand on the fuel system dramatically and I would have been able to control AFRs just fine. In this case (no meth) as the VE dropped and my fuel demand went down, my AFR's came back to target.

The only thing that saved me (I think) is the high piston speed. Knock isn't a big factor when you rev that high. I seem to recall on of my tuning instructors tell me that "knock doesn't happen over 6400rpm". That's not entirely true. It can happen on Subarus over 6400 due to the lower piston speed and short rod ratios. However, this motor was spinning very fast with a better rod ratio and had higher pistons speeds thus negating the effects of detonation over 7k rpm. One other thing to add: while knock might not be a big factor, pre-ingition can still occur and destroy the motor very quick. Only at these rpms it can happen without warning because you don't have any knock events to tell you you're getting close.
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