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Old 12-09-2013, 04:03 PM   #1
Motion Lab Tuning
NASIOC Vendor
 
Member#: 228856
Join Date: Nov 2009
Chapter/Region: South East
Location: AEM Infinity Trained
Default Motion Lab Tuned 2013WRX 285WHP/315WTQ TOMEI, Perrin Performance, MLTuned "Stage2"

Shop: Motion Lab Tuning
Dyno Type: DynoCom FX5000-AWD
Temp: 55F
Boost: 17psi
Fuel: 93OCT
Target AFR: 11.5:1
SAE Corrections: Default Corrections
Peak HP at RPM: 285whp @ 5950 RPMs
Peak Torque at RPM: 314wtq @ 3800 RPMs
Transmission: Stock 5 speed
Gear: 3rd
Engine Management: Cobb V3 Accessport w/ Speed density
Engine/Power Modifications:
  • Invidia Divorced WG HFC Downpipe
  • TOMEI Titanium catback exhaust
  • Perrin Performance cold air intake
  • Stock TMIC
  • Stock boost controller
  • Cobb V3 Accessport



Had a few GR WRX come in Friday/Saturday last week for some installs and tuning, one sedan and one hatch with very similar mods. The biggest difference was one had upgraded to the Process West TMIC and 3port EBCS, the other kept these items stock. This one was a 2013WRX hatch that came to us to throw on some nice mods he had been collecting. Starting with the basics we installed his Perrin Performance cold air intake system, TOMEI Titanium catback exhaust, and Invidia catted downpipe. He also had us throw in his Cobb short shifter set-up including the front and rear bushings. Overall a great starting point for this clean Satin White Pearl WRX. Tuning was done through the excellent speed density software available through the Cobb accessport. We kept the boost mild to make sure we had reliability with the OEM TMIC. Unfortunately the GR WRX TMIC have a problem with the plastic end tanks separating from the intercooler core at higher boost pressures. I will post up a 2011WRX we did the very next day that had the Process West intercooler to show the difference just one part can make on a stock turbo set-up like this. Still, you can see that quality parts made for good results on the dyno even at the somewhat modest boost level.


Final HP/TQ with AFR and boost graph:




Follow whats going on at the shop on our Facebook page Motion Lab Tuning - Automotive - Charlotte, NC | Facebook

Thanks for looking!
Alex Goodwin
AlexG@motionlabtuning.com
MotionLabTuning.com - Engineering Performance
Motion Lab on Instagram
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Last edited by Motion Lab Tuning; 12-09-2013 at 04:08 PM.
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Old 12-09-2013, 04:37 PM   #2
MyScoobie28
Scooby Specialist
 
Member#: 59185
Join Date: Apr 2004
Chapter/Region: MWSOC
Location: Chicago
Vehicle:
2014 Impreza WRX
SWP

Default

awesome powerband

do you feel like the car would have put down the same power without the cold air intake? and does an aftermarket intake make tuning more complicated?

from what i read, the stock intake is good up to ~350/400 hp, not sure if that is fact or not, and that tuning an aftermarket intake is a bit complicated on subarus, so theres not much of a point to replace the stock one unless you're pushing a lot of power

just wanted to know your opinion on this

thanks!
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Old 12-09-2013, 04:55 PM   #3
Motion Lab Tuning
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Member#: 228856
Join Date: Nov 2009
Chapter/Region: South East
Location: AEM Infinity Trained
Default

Quote:
Originally Posted by MyScoobie28 View Post
awesome powerband

do you feel like the car would have put down the same power without the cold air intake? and does an aftermarket intake make tuning more complicated?

from what i read, the stock intake is good up to ~350/400 hp, not sure if that is fact or not, and that tuning an aftermarket intake is a bit complicated on subarus, so theres not much of a point to replace the stock one unless you're pushing a lot of power

just wanted to know your opinion on this

thanks!
Yes this car felt great on the street, and great question about the intake.

No I don't think it would have made the exact same power with the OEM intake. I don't think that the intake totally changed the power delivery or the peak power numbers of this set-up, but I have no doubts it got us extra power due to increasing the efficiency of the set-up. I'm sure it was good for a solid ~10HP after tuning.

As for difficulty some of the larger piping intakes (73mm+ primarily) are a chore to tune. On this particular vehicle we used the Cobb AP and their speed density software however. This eliminates the MAF from making AFR corrections and simply utilizes the OE MAF sensor for an intake temperature reading as that is integrated in the sensor. So tuning the MAF for good drive-ability wasn't much of an issue thanks to the Cobb software allowing us to essentially bypass that part of the tuning equation. Even on their MAF based software this particular intake has shown in the past to not give too many issues. We also find the AEM intake easy to tune as well.

Feel free to contact us directly, or leave another post here, if you have any other questions you think I could help with.

Thanks,
Alex Goodwin
AlexG@motionlabtuning.com
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Old 12-09-2013, 06:22 PM   #4
dan240
Scooby Newbie
 
Member#: 57969
Join Date: Mar 2004
Location: Socal
Vehicle:
2004 WRX
WRB

Default

I've typically only seen speed density on high horsepower (large turbo) cars where the MAF becomes an issue. Maybe I'm living under a rock.

Can you highlight some of the benefits on a stage 2 car where the MAF is not limited?

Thanks!
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Old 12-09-2013, 06:38 PM   #5
Motion Lab Tuning
NASIOC Vendor
 
Member#: 228856
Join Date: Nov 2009
Chapter/Region: South East
Location: AEM Infinity Trained
Default

Quote:
Originally Posted by dan240 View Post
I've typically only seen speed density on high horsepower (large turbo) cars where the MAF becomes an issue. Maybe I'm living under a rock.

Can you highlight some of the benefits on a stage 2 car where the MAF is not limited?

Thanks!
Really we find it easier to provide smooth power delivery in both part throttle driving and WOT with the speed density software. In the 10 or so year Todd has been tuning he has scaled countless MAF. However in the persuit of perfection he rarely felt like he achieved that goal on MAF based cars just due to how particular the Subaru MAF is. Changes in velocity and turbulence over the sensor cause unfavorable corrections which effects power delivery. It is certainly much worse on the larger intakes (73mm and larger in particular) but even "OEM sized" intakes can suffer. Speed density eliminates the MAF corrections and allows buttery smooth throttle response and power delivery. MAF is certainly newer software and from an OEM manufactures standpoint i'm sure it is "superior" but Todd just simply prefers the speed density software when we have the opportunity to use it.

I'm sure he could expand on the pros and cons even further, but hes on the dyno as usual . Got a CRX with a K-Swap running Hondata this afternoon, after working on a 2005STi we built with a GTX30r and Kelford 272 this morning. So much tuning keeps him away from the forums unfortunately so I do the best I can. If you need any further information or have any other questions feel free to contact us directly, or just leave another message in this thread.

Thanks,
Alex Goodwin
AlexG@motionlabtuning.com
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