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Old 12-07-2010, 02:04 PM   #1
Innovative Tuning
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and 06 STI daily

Default 2011 Subaru STI baseline pulls, initial mods, custom dyno tuning

Dyno: Innovative Tuning's Mustang AWD 500 SE (not inflated)
Tuner: Mike McGinnis at Innovative Tuning
Wheel HP: 262
Wheel TQ: 298
Ambient Temp: 40s
Elevation: ~700
Highest baseline wheel HP when stock: 217
Highest baseline wheel TQ when stock: 226

Car Info
Year: 2011
Engine Management: Cobb AccessTUNER Pro
Turbo:
stock
Intercooler: stock
Meth Kit: stock
Injectors: stock
Intake/Inlet: resonator removed from stock airbox. Otherwise stock.
Headers: stock
Uppipe: stock
Downpipe: Invidia catted
CBE: Borla
Other Power Mods: none


Our customer Jay recently picked up a new 2011 STI. He got an extra set of wheels with Dunlop snow tires and we ran the car on our dyno to baseline it before the modding began.

Unlike past body style changes which had to grow on me, I liked this one right away. It looks great, and mean.




Onto the baseline results: 215-217 whp and 222-226 wtq. Not bad at all for stock.




Then we got Jay an Invidia catted downpipe and a Borla cat back to help open the car up while keeping it relatively quiet so Jay doesn't get hassled. The Borla cat back arrived with a donut style flange that won't work with an aftermarket downpipe so the cat back was modded to work with a flat flange, and to get rid of the bottleneck near the flange.

Jay also removed the silencer from the stock airbox. More on this later...

The car went back on the dyno, the Cobb stage 2 93 v.106 variable boost mapping was loaded, and I ran the car a few times on sport mode. Boost was higher than stock, but power was lower than stock. Something was definitely up.

It turns out that removing the silencer on this new airbox and MAF REALLY throws things off. As you can see from this dyno graph, I was able to make a huge improvement over the Cobb mapping at the same boost level on sport mode. After seeing this I very strongly advise against removing the silencer if you're not going to get a custom tune immediately. This is not an error in the Cobb map as their stage 2 maps are not designed to be used with the silencer deleted.

After completing the sport mode tuning, I switched to sport sharp and just as I expected I was able to crank the torque up considerably, but there wasn't much room to safely add horsepower up top.

This graph shows the Cobb map and pulls on my map in sport and sport sharp modes.




This graph shows the best baseline pull when the car was stock and pulls on my map in sport and sport sharp modes.




The weather here is awful at the moment. Jay and I went out on a test drive to check drivablity and made a few partial pulls. We'll complete the road testing when it's not snowing and roads are totally clear and dry. The car seems to run great, but it's hard to say when you're tip toeing in poor road conditions.

The fuel system is maxed out. I had to back things down up top to keep the injectors from going static. I also adjusted the new wastegate and boost target trims per intake air temperature to help keep the injectors from maxing by dropping boost as it gets colder.

Jay has been into modding turbo diesel trucks and this is his first foray into modding a turbocharged gas setup so we're exited to see what we can do with it together. After today's tuning session I'd say the engine is broken in and we'll see what the future brings for this great new car.
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Old 12-07-2010, 03:07 PM   #2
Phatron
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Quote:
Originally Posted by Innovative Tuning View Post
The car went back on the dyno, the Cobb stage 2 93 v.106 variable boost mapping was loaded, and I ran the car a few times on sport mode. Boost was higher than stock, but power was lower than stock. Something was definitely up.

It turns out that removing the silencer on this new airbox and MAF REALLY throws things off. As you can see from this dyno graph, I was able to make a huge improvement over the Cobb mapping at the same boost level on sport mode. After seeing this I very strongly advise against removing the silencer if you're not going to get a custom tune immediately. This is not an error in the Cobb map as their stage 2 maps are not designed to be used with the silencer deleted.
Are you sure the IAM just hadnt climbed to 1 yet on the Cobb OTS map?
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Old 12-07-2010, 03:26 PM   #3
Innovative Tuning
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Yessir. IAM was 1.0 and no knock was detected.

EDIT: I wanted to confirm this before saying anything. Cobb has the default IAM value set to 1.0 on this map.

Last edited by Innovative Tuning; 12-07-2010 at 03:47 PM.
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Old 12-07-2010, 06:14 PM   #4
Spenk
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Nice work, Mike!

I always enjoy your posts.
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Old 12-07-2010, 06:18 PM   #5
Phatron
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interesting....i wonder when cobb started doing that?
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Old 12-07-2010, 06:56 PM   #6
jasv11
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Nice car!!

Very thorough as always Mike
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Old 12-08-2010, 04:34 AM   #7
alcoolaid
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Impressive gains! Good job on the tuning.
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Old 12-08-2010, 06:25 AM   #8
jaxscuby
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Quote:
Originally Posted by Phatron View Post
interesting....i wonder when cobb started doing that?
so the pistons will crack..
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Old 12-08-2010, 08:35 AM   #9
Innovative Tuning
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Thanks guys.
Ron I'm not sure when they started using an IAM of 1.0.

Quote:
Originally Posted by jaxscuby View Post
so the pistons will crack..
The Cobb map registered no knock, and was overly conservative when paired with these exhaust parts and the silencer delete on this one car so no it would not have cracked pistons. It was rich up top to the point where I'd be concerned about washing the cylinder walls down, but I don't think it would have run this way if the stock airbox was left alone as they intended. This is why they're specific about what needs to be done on the car to run a particular map.

Last edited by Innovative Tuning; 12-08-2010 at 09:27 AM.
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Old 12-08-2010, 09:01 AM   #10
cdoliver
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Wondering what your take is on the stock boost only being 14.1 psi?
Also the cobb stage 2 boost should be 16psi in S mode and 19 psi in S# (you did not graph S#). Did you try their HWG map to see if the target boost levels would be met? Just curious. Also why do you choose 3rd gear pulls?
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Old 12-08-2010, 09:58 AM   #11
Innovative Tuning
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Good question. Intake air temperature is used to trim the boost target and the wastegate duty cycle. If it was warmer out it would have targeted a higher boost level. Older ECUs had an IAT based wastegate duty output trim, but didn't change the actual boost target based on intake air temperatures.

The Cobb map is set to peak at 16 when there's not IAT based correction (1.00 correction). At these temperatures it's set to lower the boost target and WG duty. Boost on the Cobb map was actually a little higher than it "wanted to be" (turbo dynamics was negative).

I chose 3rd gear pulls because 4th gear pulls on stock and almost stock 07+ STIs with the long 3rd/4th are brutally long when doing a full RPM sweep. It feels like the pull is taking forever and I feel the abuse is unnecessary. After dyno tuning I test road legal cars on the street in various gears under various conditions to make sure they respond properly in each gear (as much as I can safely).
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Old 12-08-2010, 03:29 PM   #12
PhatBotti Tuning TKR
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Nice graphs!

But damn, the stock tune is still knocking at peak torque, even on 93 pump gas and cold northeastern temps. What happens to the 91 cars? LOL

Nice job,

-Mikey
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Old 12-08-2010, 03:45 PM   #13
Equilibrium Tuning
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Quote:
Originally Posted by PhatBotti Tuning TKR View Post
Nice graphs!

But damn, the stock tune is still knocking at peak torque, even on 93 pump gas and cold northeastern temps. What happens to the 91 cars? LOL

Nice job,

-Mikey
Could be knock or could be the OL switchover.

-- Ed
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Old 12-08-2010, 03:51 PM   #14
Innovative Tuning
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and 06 STI daily

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Thanks man. I've seen stock car graphs that are much worse, but when I'm asked how long someone should wait before tuning a new car I just say I'll check my schedule for the next open timeslot. Change the oil, get it tuned, enjoy without worrying about it knocking, running lean, or just rough on the stock tune.

I didn't log it when the car was stock, but it's probably knock or just turbo dynamics struggling to control boost in the cold because the cold temperature corrections are set wrong. I see this regularly up here in the cold near sea level. On other cars I've logged knock when bone stock so neither problem would surprise me.

Last edited by Innovative Tuning; 12-08-2010 at 04:22 PM.
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Old 12-08-2010, 04:47 PM   #15
subaruwill
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Default Incredible!

This is very impressive! How long did this take to complete? We have only had a few STI's come through the dealership, but I wonder if any clients would be interested in these modifications!

Nice work,

Will H.
Performance Subaru
Chapel Hill, NC
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Old 12-08-2010, 05:28 PM   #16
Innovative Tuning
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These physical modifications and the dyno tuning and road testing can easily be performed in one day. We currently have a relationship with a few cars dealers that are offering our services to their customers before and after the sale.
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Old 12-09-2010, 12:32 AM   #17
Turbomr2
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Default Low readings

I'm sorry I'm new to this forum and platform, trying to get a good understandi g of it.. Isn't this car rated at nearly 350hp? Seeing these stock dyno results almost seems like a joke. Is this really the power output after what I assume is a whole lot of drivetrain loss? Losing over 100 whp just seems silly. I drive an sw20 mr2 that due to weight could make this vehicle look like a joke if this is the case. Is there really that much drivetrain loss? This used to be my next choice for a car but 2xx hp is just not acceptable for a car at this price point and weight
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Old 12-09-2010, 01:27 AM   #18
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^^^^^car is rated at 305 crank horsepower. Dynomometers are tools and can be made to read whatever you want them to. There are many types of dynos and one will read different from another. The dyno used here is a Mustang which is known to read on the lower end of the dyno spectrum. This same car would put down around 235-240hp on a dynojet (reads on the higher end).
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Old 12-09-2010, 02:03 AM   #19
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My point is that you are looking at around 20% reduction in whp through drivetrain loss. I really thought the sti had more 'oomph' then that. I still greatly respect the platform but wonder why is the preferred turbo that is on the list of upgrades developmentally speaking actually behind the stock unit? I guess what I'd really like to know is what is the the limit to turbine flow with a stock motor and what is the largest exducer wheel/housing combo that can operate properly under the stock fuel system?
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Old 12-09-2010, 06:30 AM   #20
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There is a whole forum's worth of info out there on that exact info at the click of a mouse. Start searching.
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Old 12-09-2010, 07:56 AM   #21
Phatron
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Quote:
Originally Posted by Turbomr2
I guess what I'd really like to know is what is the the limit to turbine flow with a stock motor and what is the largest exducer wheel/housing combo that can operate properly under the stock fuel system?
Pretty much every stock turbo sti with a turbo back exhaust and tune is maxing the fuel system.....injector duty cycles 100-105% and the fuel pump is done.
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Old 12-09-2010, 08:34 AM   #22
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Quote:
Originally Posted by Phatron View Post
Pretty much every stock turbo sti with a turbo back exhaust and tune is maxing the fuel system.....injector duty cycles 100-105% and the fuel pump is done.
Do you sleep dude?
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Old 12-09-2010, 08:44 AM   #23
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I'm surprised that only deleting the resonator made such a difference in the way the car ran. I've never messed with that on an 08+ but on the '04-'05 it does basically nothing to the trims, MAF calibration, etc.
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Old 12-09-2010, 08:54 AM   #24
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Originally Posted by arghx7 View Post
I'm surprised that only deleting the resonator made such a difference in the way the car ran. I've never messed with that on an 08+ but on the '04-'05 it does basically nothing to the trims, MAF calibration, etc.
Maybe because of the large hole it creates.
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Old 12-09-2010, 03:10 PM   #25
Innovative Tuning
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Quote:
Originally Posted by Turbomr2 View Post
My point is that you are looking at around 20% reduction in whp through drivetrain loss. I really thought the sti had more 'oomph' then that. I still greatly respect the platform but wonder why is the preferred turbo that is on the list of upgrades developmentally speaking actually behind the stock unit? I guess what I'd really like to know is what is the the limit to turbine flow with a stock motor and what is the largest exducer wheel/housing combo that can operate properly under the stock fuel system?
It has the same 305 crank HP it's rated whether it says 215 whp on my dyno or 250 whp on another. I think you're just used to seeing graphs and numbers from dynos that have been inflated.

The stock turbo maxes the stock fuel system so that's easy to answer, but I'm not sure what you're asking when you talk about the limit to turbine flow on a stock engine. Are you asking which exhaust component is causing the biggest turbine flow restriction?
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