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Old 10-08-2013, 09:49 PM   #1
gsrcrxsi
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2010 WRX (SSM)
Stg "2+" 300hp/360trq

Default 2010 WRX, Stage 2+, vf52, IAG/[Jorge]CLEO Tuned 305hp/370trq

Long Story short, I blew my headgasket, and had IAG rebuild the motor a bit stronger for future additions. Old setup was COBB OTS stage 2 with spearco TMIC, COBB DP, and K&N drop in filter. never dyno'd. but ran fine from 84,000mi til I discovered the headgasket issue @103,000mi.

just finished the protune by Jorge last weekend and thought I would share.

sorry for the big pic, but i wanted to show everything with sufficient resolution for those that would want to see it. going into the tuning session, Jorge warned me that i would be taxing the stock fuel pump pretty hard, and likely to failure at some point. and he sure wasnt kidding. after getting a bunch of runs in, he showed me the pump strugging to maintain fuel pressure, especially at high RPMs and it was causing misfires. so, he tuned a few other cars while IAG threw in the new pump and he finished up my tune last.

here is the dyno plot. the run conditions are listed for comparison. these runs were made approx 6hrs apart. the ONLY change between the runs (besides ambient conditions) was swapping the stock fuel pump out for a Walbro255, and then some touching up. note, 29 runs on the stock pump to hash out 95% of the tune, then only 3 more runs to touch it up.

ive added on graphs of Fuel pressure, AFR, and Boost. final tune is bolded (obvious)

DATE: October 6th, 2013
Event: dyno pull
Location: IAG Performance, Westminster, MD
Ambient Temp: 89 F
Elevation: ~700ft
Weather: partly cloudy, humidity on graph

Car: 2010 WRX
Tuner: Jorge
Dyno Info: DynoJet
Transmission: stock 5spd (summer tires)
Gear: 3rd
Peak HP at RPM: 297 Uncorrected, 309 SAE Corrected @ 4500rpm
Peak Torque at RPM: 364 Uncorrected, 377 SAE Corrected @ 4200rpm
Baseline hp/tq for a stock on same dyno: unknown (someone else can probably post that)
Target Boost: 22psi taper to 15psi
Target AFR: 11.5-12.0
Fuel: 93 oct Unleaded



Plot showing fuel pressure issues with stock pump
http://hondaswap.com/gallery/data/62...X_10_05_13.jpg

Engine/Power Modifications:
Stock VF52 turbo
Manley 99.75mm forged Pistons
ARP head studs
ACL Race main/rod bearings
Killer-B oil pickup tube
Full-Race 1.5-scroll header, Swaintech coated and wrapped in DEI Titanium
NGK Iridium 1-step colder
Injector Dynamics 1000cc
Walbro 255 Fuel Pump
COBB catted downpipe wrapped in DEI Titanium
COBB SF Intake + Airbox
Perrin Turbo inlet
COBB AccessPort
Air pump delete with IAG block off plates
Spearco Top Mount Intercooler
TurboSmart Kompact BPV
Grimmspeed 3-port EBCS
PTP "Lava" turbo blanket
COBB turbo heatsheild
Whiteline KDT901 "positive shift kit" poly crossmember bushings
Whiteline KDT905 Rear Differential bushings (front)
Whiteline KDT906 Rear Differential bushings (rear)
Whiteline KDT907 Rear Subframe bushings
GroupN Engine Mounts
GroupN Transmission Mount
Crawford Air-Oil Separator (catch can with drainback)
Exedy Stage 1 Clutch

Other Modifications:
Feal 441 Coilovers (summer)
17x9" +44 Work Emotion CR-Kai (summer)

----------------------------------------------------------------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------------------------------------------------------------

UPDATE!! Tune #2 with Cleo (+40,000mi on engine build)

So for the past couple months, I've been trying to have IAG touch up a few part throttle areas of my map. Since they switched tuners from Jorge to Cleo, and my map was locked by Jorge, we had a lot of trouble getting a hold of him to unlock my map for changes. Well we decided that it would probably be best to just have Cleo fully re-tune the car. This will alleviate any future issues with trying to have touch-ups done to the map with Cleo. and as an added benefit we can see a pretty close comparison between the two tunes. I've marked changes in my setup between tunes in RED.

IAG performed their standard Pre-dyno inspection.
Compression test came back good at: 140-145-140-140 psi
all spark plugs replaced right before tune session
2 out of 4 coil packs showed signs of wear/failure (145000miles on them). I had them replace all four (4) before the tuning to avoid any future issues.

DATE: March 2nd, 2015
Event: dyno pull
Location: IAG Performance, Westminster, MD
Ambient Temp: 48 F
Elevation: ~700ft
Weather: partly cloudy, humidity on graph

Car: 2010 WRX
Tuner: Cleo
Dyno Info: DynoJet
Transmission: stock 5spd (winter tires)
Gear: 3rd
Peak HP at RPM: 315 Uncorrected, 306 SAE Corrected @ 5200rpm
Peak Torque at RPM: 381 Uncorrected, 370 SAE Corrected @ 4200rpm
Baseline hp/tq for a stock on same dyno: unknown (someone else can probably post that)
Target Boost: 21psi taper to 15psi
Target AFR: 11.5-12.0
Fuel: 93 oct Unleaded



Engine/Power Modifications:
Stock VF52 turbo
Manley 99.75mm forged Pistons
ARP head studs
ACL Race main/rod bearings
Killer-B oil pan
Killer-B oil pickup tube
Full-Race 1.5-scroll header, Swaintech coated and wrapped in DEI Titanium
NGK Iridium 1-step colder
Injector Dynamics 1000cc
Walbro 255 Fuel Pump
COBB catted downpipe wrapped in DEI Titanium
COBB SF Intake + Airbox
Perrin Turbo inlet
COBB AccessPort
Air pump delete with IAG block off plates
Spearco Top Mount Intercooler
GrimmSpeed TMIC (thermal coating)
TurboSmart Kompact BPV
Grimmspeed 3-port EBCS
GrimmSpeed Lightweight Crank Pulley
PTP "Lava" turbo blanket
COBB turbo heatsheild
Whiteline KDT901 "positive shift kit" poly crossmember bushings
Whiteline KDT905 Rear Differential bushings (front)
Whiteline KDT906 Rear Differential bushings (rear)
Whiteline KDT907 Rear Subframe bushings
GroupN Engine Mounts
GroupN Transmission Mount
Crawford Air-Oil Separator (catch can with drainback)
Exedy Stage 1 Clutch

Other Modifications:
King Lift Springs + Koni Sport (winter)
15x7" Team Dynamics ProRally 1 (winter)
215/65/15 General Altimax Arctic (winter)


Comparison of the two. Same dyno, very similar setups on the same car, different temps, different tuners.
Cleo in Blue
Jorge in Red
SAE corrected for both since the temps were so different.

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Last edited by gsrcrxsi; 03-09-2015 at 01:41 PM.
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Old 10-08-2013, 10:03 PM   #2
wrxlaunch
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Why so lean up top
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Old 10-08-2013, 10:09 PM   #3
gsrcrxsi
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:shrug: ask Jorge. I trust his judgement. 12:1 isnt THAT lean considering i see most people around 11.8.

heres a plot with SAE correction, not sure what you guys prefer to see.

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Old 10-08-2013, 10:15 PM   #4
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No need to get ya panties twisted,was just a simple ?

Could be because u didn't care to save the motor long term so run it lean as much as possible or play it safe and run lil rich. Either way was just a question

As for preference... who cares, won't change your tune so it doesn't matter what others wanna see.
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Old 10-08-2013, 10:27 PM   #5
gsrcrxsi
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?? no ones panties are twisted bud. it was an honest reply. you asked why so lean, i replied that i dont know, and Jorge must have decided it was fine. theres plenty of injector and fuel pump to do so if he wanted to.
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Old 10-08-2013, 10:55 PM   #6
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Koool
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Old 10-08-2013, 11:15 PM   #7
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Quote:
Originally Posted by wrxlaunch View Post
No need to get ya panties twisted,was just a simple ? Could be because u didn't care to save the motor long term so run it lean as much as possible or play it safe and run lil rich. Either way was just a question As for preference... who cares, won't change your tune so it doesn't matter what others wanna see.
Way out of line.
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Old 10-09-2013, 06:55 AM   #8
wrxlaunch
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Quote:
Originally Posted by ProfessWRX View Post

Way out of line.
My bad
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Old 10-09-2013, 07:42 AM   #9
Scooby921
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Please update your 1st post with the required PPB format. Bragging or not the intent is organization and making it easy for people to relate results with parts. Format can be found here. Thanks.

http://forums.nasioc.com/forums/show....php?t=1858764
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Old 10-09-2013, 08:15 AM   #10
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Good info. I like seeing just the pump change. Congrats on the new power.
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Old 10-09-2013, 09:11 AM   #11
rexworx
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Interesting graphs. Let us know how the car feels in winter when those 12.0s turn into 12.5 when it gets cold.
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Old 10-09-2013, 09:48 AM   #12
gsrcrxsi
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Quote:
Originally Posted by Scooby921 View Post
Please update your 1st post with the required PPB format. Bragging or not the intent is organization and making it easy for people to relate results with parts. Format can be found here. Thanks.

http://forums.nasioc.com/forums/show....php?t=1858764
done.
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Old 10-09-2013, 10:40 PM   #13
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Your car is super clean and felt pretty awesome!
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Old 10-10-2013, 08:28 AM   #14
gsrcrxsi
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Thanks
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Old 10-10-2013, 12:24 PM   #15
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Was the afr reading from the downpipe or tailpipe? That'd explain alot.

Last edited by Jamaal; 10-10-2013 at 12:24 PM. Reason: Punctuation
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Old 10-10-2013, 12:34 PM   #16
gsrcrxsi
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Tail pipe
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Old 10-10-2013, 12:35 PM   #17
gsrcrxsi
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I have a PLX M300 wired up, but haven't had a chance to put the sensor in the downpipe yet.
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Old 10-10-2013, 12:42 PM   #18
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Does it? either way give a pen to a new born baby and they draw a line more linear then that afr.

so hitting mid to low 10-1 afr well before peak trq/psi then leans out at peak trq/psi and continues the to lean out up top...

I paid for a tune like that once. Im actually glad I did as I then learned the right way... My car was a friday last car of the day tune aswell.
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Old 10-10-2013, 12:45 PM   #19
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OP im not trying to rip on you ive been there years ago...

Folks that have a clue run that lean on E85... PumpGas and your asking for trouble, no less. Maybe on a inline motor but on a boxer. I think not.

Last edited by rexworx; 10-10-2013 at 12:51 PM.
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Old 10-10-2013, 01:11 PM   #20
gsrcrxsi
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1. my take, at least on the low 10:1 and then back up and down, is that you are seeing tip-in response and then a slight overshoot as the AFRs stabilize.

2. this car has forged pistons and an equal length header. slightly lean (higher temps) isnt nearly as bad as with a UEL header and stock cast pistons.

3. Im spitballing here, but maybe ignition timing (which i dont have on hand) would be something else to consider. from what ive seen, Jorge typically tunes conservitavely, and maybe the safety concern of a leaner AFR can be offset by more conservative ignition timing? feel free to correct me if i'm wrong, just thinking out loud.

4. this is a daily driver car. very rarely will it go over 6k rpms anyway.

just my impression based on what ive read in the past, and how i drive the car. feel free to comment/disagree/whatever, but everything is a learning experience.

at the end of the day, everyone knows that Jorge is a top notch tuner, and that IAG is a top notch shop. i have faith in their abilities and experience, and their integrity to stand behind their work if something were to happen as a result of anything they did or did not do.
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Old 10-10-2013, 01:43 PM   #21
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Yeah thats what jorge told me back in the day... A learning experience it is... tip in and all. now both my personal subarus run double the size injectors i had back when that tune was performed. My afr tip in looks nothing like that. Sometimes proper maf scaling and various injector adjustments take longer then some are willing to spend time on.

Im sure hes running less timing do to the afr but a boxer is inefficient and needs timing and fuel. Just what ive been taught at work. I was in the same and thought that was good and not excuses too. Then my eyes where opened... At one point I deff had alot to learn. my setup could have been more properly built. But overall Im glad. Learned what not to do... But I had no idea of the fail, till I was working with tuners that actually know what to do.

IAG does some neat fab work though.

Im glad your happy with your results. as long as your happy as your the one driving the car and paying the bill.
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Old 10-16-2013, 08:50 PM   #22
cn07
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^^^^ what shop do you tune at?
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Old 10-17-2013, 07:38 PM   #23
gsrcrxsi
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I believe he tunes for P&L in NJ.

But as an update to people worried about the AFRs, here is a few videos I took today. I installed a PLX M300 WBO2 unit and sensor.

Sensor is in the Cobb downpipe here:



Videos.


2nd gear pulls (not enough road close by for a safe 3rd gear) last vid is a slo-mo vid, half me wanting to capture the updates, and half me just playing with the feature on my phone lol

AFRs seem pretty consistent to me all the way to redline. Dips to high 10's on spool up and then settles around 11.5ish to redline.

I have no explanation why the dyno graph says otherwise. Maybe the car is learning to add more fuel on its own via the O2 sensors? The car isn't running in open loop mode or anything like that.

Either way it runs great. 2700miles on the motor so far. So far so good.
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Old 10-17-2013, 07:41 PM   #24
gsrcrxsi
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Well damn. I guess YouTube took away the slo-mo bit of that 3rd video lol
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Old 10-17-2013, 11:56 PM   #25
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AFR looks fine to me, looks like its a lot of fun, enjoy it.
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