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Old 03-14-2013, 11:23 PM   #1
Scooby Specialist
Member#: 193757
Join Date: Nov 2008
Chapter/Region: MWSOC
Location: Cedar, MI HP Techs MPS-SSLR2.5
2006 XTI Limited
OBP, Junior tuned 573WHP


I have a 2006 Forester XT LTD that I've converted to an XTI over the last 4 years. I completed the full XTI (STI+) conversion in 2010 and was running the stock EJ255 at a stage 2+ with a VF48 for about 3 years. It had a few different tweaks to the stock motor in that time and it was running strong for 126K.

My buddy Angel Ortiz from Horse Power Techs in Clinton Township, MI and I were discussing my XTI and I knew that I would be building a new motor for it at some point, in fact I had already bought the MPS LR 2.5 pistons and rods on a group buy and discussed my car in detail with Dom Acia at MPS. I wanted to do an E85 tune on the stock motor and push the VF to see what we could get out of it but we figured we'd do compression and leak down tests on it to see how healthy the motor was before I proceeded down the E85 path. The test results were good 150 psi on all four and <10 leak down on all cylinders. We did the upgrades for E85 and I decided to go back to an EL headers with an external gate to go with my already PnP'd Vf48. I like the Killer B Holy Header and we made a custom up pipe with a Tial MVR gate.

Junior tuned my XTI when we finished the mods and we made good power with it, 320/360 on pump gas and 360/440 on E85! The XTI felt like a rocket on E85 and I had fun with it! It made that torque by 3200 rpm in 4th gear like Vf's can do. I gave er pretty good for a while but alas my 126K motor was just not in it for the longer haul with that power and I cracked ring lands on 2 pistons. I knew the risks at 126K and I also owned the pistons and rods for the MPS LR 2.5 short block and all I needed to do was send Dom the balance for the short block. So no crying in my soup!!

In mid September we finalized the plans and October we started the build of the new motor and had it done in November. I did the break in of the new motor and had it ready for full speed density tuning by mid December.

I was fortunate to book a time with Junior to tune my car on December 17th at PnL Motorsports in Chicago. Junior was able to build a nice set of maps for the XTI on both 93 pump gas and E85 that day. We had some issues with my injectors so he held back a little and we only revved it to 7K. It still made good power with 430/380 on pump and 535/474 on E85. I had some things to tweak and deal with the mis-matched injectors. I swapped out and returned the injectors, sold the replacements and bought some ID 1000's and Junior sent me another 3 sets of maps over the last couple months to fine tune her. I don't drive the XTI in the winter, I'm super busy with work and trying to ski in what spare time I do have. We got it pretty close with logs, map tweaks and map swaps but.....to be fair I decided to book a bit more hourly time with Junior at PnL and have him put her back on the Dyno and dial her in. We had that session this past Monday 3/11/13 at noon. Sorry for being long winded but.....

Here is a bit about my XTI build and results:

2006 Forester XT, stock ECU
Cobb Access Port v2b
Full Speed Density tuning by Junior Tuned (Junior2JZ) on the PnL Dynojet, stock STI rated at 230WHP. Boost was 22 psi on pump and 27 psi on E85.
All the pulls were done in 3rd gear on the dyno. I have an ETS TMIC and we need to keep the pulls short as most dynos can't give you real life air flow.
2007 STI long ratio 6 speed driveline, DCCD Pro w/ stock STI controls, Speedo Healer speedometer calibrator
245/45-18 Conti's, 26.7" tall
ACT Streetlite flywheel, XT SS clutch, dynamically balanced on the rotating assembly after the short block was balanced before adding the clutch.
MPS long rod 2.5 short block with custom JE925 long rod high compression pistons, Saenz Super H Beam +2mm long rods, ACL bearings The whole assembly is balanced to <.10 of a gram!
MPS 10mm PnP'd oil pump
Killer B oil pick up, baffle and pan
Horse Power Techs built from my stock D25 heads, CnC, hand blend PnP, bowl blend, dog leg blend, +1mm Super tech valves and dual springs with Ti retainers, Kelford R199B cams.
Final compression ratio of 9.6/1
STI Grimm Speed PnP & thermal coated throttle body
STI intake manifold Grimm Speed PnP'd HP Techs coated
TGV Deletes, GS PnP'd, HP Techs coated
Cosworth Air pump delete
Blouch Dom 3.5 XTR, 8cm coated hotside, welded IWG flapper
DEI Ti turbo blanket under the stock heat shield
Killer B Holy Headers w/ HP Techs custom EWG up pipe and ceramic coating
Tial MVR EWG w/ 1 bar spring
HP Techs custom EWG 1.75" v-band exhaust back to rear diff with Super Trapp SC Elite tunable muffler and 18 discs, 2 hangars off the 3" exhaust
HP Techs custom/ Cobb FXT hi flow catted TBE, full 3" w/ Vibrant flex joint, fully v-banded and additional 12" vibrant resonator in mid pipe
Grimm Speed EBCS
HP Techs/ Vibrant custom 3" intake tube with velocity stack & filter in a fully enclosed Cobb air box and 4" ram air into box from the lower front bumper vent
Perrin 3" TIH & Afta MAF
ETS/ Extreme Turbo Systems TMIC
AEM AIT Sensor on the bottom of the TMIC in front of the throttle body
Tial Q BOV
AEM 3.5 bar MAP sensor w/ Cobb MAP adapter
Walbro 465 E85 fuel pump w /10 & 12 gauge re-wire.
Aero Motive 1000 FPR set at 55 psi base
Perrin TF fuel rails
ID 1000 Injectors
Fluid dampner crank pulley
Crawford AOS w/ PCV delete
Mishimoto FXT radiator & stock fans/ shroud
Grimm Spd 160* thermostat
AEM Wideband failsafe gauge
AEM oil pressure gauge
AEM coolant temp gauge

The 93 pump gas tune

The E85 tune

Both overlay-ed. Man Junior sure knows how to make some sexy power curves!!

What I wanted and how Junior likes to tune is with a big wide area under the curve, fat and not peaky! We pretty much have the ID1000's at their limit but we made good power with 1000cc injectors and the Blouch 58lb./min. turbo. Sure we could have made more power and easily made more torque but this car makes this power very easily and without much stress! This motor will rev to 8500 with no problem, it easily revs to 8K, it's seen that more than a few times already and that's where the limit is set now. You can see the power drop off slightly after 7500. We have no more injector and not much turbo left. Junior thought we could get pretty close to 600WHP with a bit more injector, we have the pump and the rest for it but this is good for now. It will live mainly on pump and I'll save the e85 for the fun stuff!

Edit: I talked to Mike Malin at Blouch yesterday about the results and some ideas that I have on the car. I asked Mike if I went to the 10cm hotside, what did he think I would see from a power and spool standpoint? He said that at my power with this turbo we have it at the upper limits of it's efficiency range so he did not think that I would see much more out of the bigger housing but I might see 200 rpm later spool. He thought with more injector and a couple more lbs. of boost we'd be pushing towards 600 WHP. With this turbo every lb. of boost above 24 psi should net between 10-20 additional HP. I have some of the new ID1300's on a standing order when they start shipping them. It will be nice to have some injector head room and maybe back the base pressure to 50 psi from 55psi where it is now to be nicer to the pump. Maybe 580-600 is possible with this build!

Last edited by manitou; 05-08-2013 at 08:26 AM.
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