Project 600 WHP: Moore Performance-built twin-scroll 08 STI

[Moore Performance]

Car: 2008 Subaru Impreza WRX STi
Tuner: Keith Franklin of Pure Tuning
Dyno Info: Mustang AWD Model 1100
Transmission: 6 speed stock gearset
Gear: 4th
Peak HP at RPM: 441 @ 7300
Peak Torque at RPM: 374 ft/lbs @ 4700
Baseline hp/tq for a stock on same dyno: 207HP/220tq - 2008 STi
Target Boost: 23 PSI
Target AFR: 11.5
Fuel: Straight unleaded pump gas - 93 octane

Engine/Power Modifications:

- Moore Performance World***8482; Twin-Scroll Turbo Kit (modular, to work with JDM VF setups). JDM-spec up-pipe mated to a Moore Performance Adaptor***8482; : VF-series-to-T3 divided-series adapter unit, engineered to accept twin Tial 38mm Wastegates.

- Moore Performance Cy-Borg***8482; turbo: divided Borg-Warner s200 hot-side mated to an s300 compressor wheel. 65 lb/min extended-tip flow with smaller-frame spool-up potential.

- Moore Performance 4" intake with custom monster Green cone filter - 4" inlet, 5" base, tapering to a 4" end-cone. 10" total length. (blue filter element per customer's request)

- Moore Performance full 3" downpipe, modified to work with AMR's 3 bolt mid-pipe.

- AMR dual cat-back exhaust.

- Moore Performance Air-to-Water Intercooler Kit: High CFM Bell core with Custom end-tanks. Inlet tank divided for better airflow distribution. Modified Fluidyne heat exchanger, originally designed for a Ford Lightning. 3/4" Lines. 2 Gallon reservoir. Davies-Craig electric coolant pump. MooreCool***8482; High Performance Coolant (also used in the engine cooling system).

- Full Cosworth long-block mated to its 278/274 camshaft set.

- Cosworth intake manifold

- Injector Dynamics 1000cc injectors

- DW65c fuel pump, rewired to the battery.

- Cobb Accessport, setup for full speed density


Driveline Modifications:

- Clutchmasters puck-style.

Suspension Modifications:

- Racecomp coilovers, Whiteline swaybars and endlinks.

Other Modifications:

Work Emotion XD-9 wheels - 18x9


This particular STi was already heavily modified when we received it; the Cosworth long-block was installed and already broken in, and surrounded by a host of stage 3+ goodies: Front mount intercooler, billet wheel bolt-on turbo, external gate, 4-to-1 header, etc. The GR performed decently, but the powerband was fairly narrow***8230;peaky if-you-will. Furthermore, our client was aiming for 600 WHP on a local Dynojet, which is a tough feat on any stock-location Subaru turbo as y'all know.

Although mainly driven on the street, this GR WRX STi is no stranger to club-level racing circuits. The client's desire to hot-lap, and eventually time-attack his GR made twin-scroll an easy decision (heck, we recommend it to all of our clients, save for guys hell-bent on keeping the boxer rumble). Yes, a front-mount would have better served said track desires, but our client dug the air-to-water on the Moore shop Forester , and chose it instead. There's an upside to our air-to-water setup when compared to a good FMIC, however-better transient response, less pressure drop and better airflow to the radiator.

With no access to E85 in the client's region, we designed the turbo system around moderate pump-gas boost mapping, while still allowing headroom for 600 WHP when race gas and the appropriate fueling mods are added to the mix. The result is a low boost threshold, solid mid-range punch, and horsepower that holds nicely up top. Borg Warner's S200 (56mm inducer) is Moore Performance's top-choice for pump-gas/lower target HP 2.5L Subarus, but when the peak horsepower goals are moderately loftier, the Cy-Borg***8482; is the way to go for street/strip duties.

It's worth mentioning that the Cosworth heads on this GR have HUGE ports. The CNC really opens them up, and thus they flow a load of CFM. Some shops love them. Others prefer near-stock ports for dual-purpose vehicles. If we built this car from the ground-up, we probably would have looked for a bit more port velocity knowing that the car would spend more time on pump gas than anything else. Sacrificing some top end to gain back some of the low-end torque that the Moore Performance World***8482; twin-scroll kit can produce would have helped this GR sizzle a bit more on the street.

There are still some tweaks to be done on our end to further increase the efficiency of this particular setup, but we're happy with the preliminary figures. With some bugs worked out, we're banking on the 470 WHP mark (Mustang dyno) at the same boost pressure. E85 would produce closer to 500 at 23 lbs, with that nice bump in lower-end torque.

We'll update this thread as some of our tweaks take shape. We'll also be sure to update when the GR STi gets some real boost coursing through its veins***8230;and makes its Dynojet debut.

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[subbi7]

nice set up!!!
pics of the adapter please
borg rules!!!

[Moore Performance]

Originally Posted by subbi7

nice set up!!!
pics of the adapter please
borg rules!!!

Thanks you! We love the borg turbo lineup as well and we'll have a few more adapters on hand over the next few weeks, so we'll get a few pics posted up here for you guys!

You can really get an idea of what our new V2 header and uppipe (one of 6 uppipe options) looks like in this photo. This setup is mated to a twin scroll, stock location 18g and our pre-production downpipe setup for and external dump with a fully divided turbine housing/dp flange and internal wastegate. It should be a blast when finally tuned especially b/c it was installed on a forester!

[subbi7]

tank you!
i have similar headers up pipe set up and i want to rotate a borg.
will you make t4 flange ?

[KurtP]

Nice set up.

The air to water system sounds good too. Ill disagree that an air to air set up would perform better in any situation. Your heat exchanger and reservoir are big enough, and with a a reliable pump it will perform very well. air to air set ups are simpler and a a little lighter, but a good air to water yields better performance of temperature control for any situation/application.

Any particular reason you chose to hybrid the turbo? I could be wrong, but it seems like a straight s300x would have done what you were looking for? Also nice to see the cam's paying dividends past 5500.

Good job!

[CatfaceType-R]

it's apples to oranges comparing air to water and air to air, they both have their times where stuff is ideal and other's where one or the other would be better.. (like speed of the vehicle for example)


nice stuff moore P, more pics of the setup please


also it's funny how we weren't 'o2 dumping' like the evo guys, until just recently, or so it seems.

[Moore Performance]

Originally Posted by subbi7

tank you!
i have similar headers up pipe set up and i want to rotate a borg.
will you make t4 flange ?

Here's a pic of the single gate version (still divided up to the flange...and works fantastic in space-limited engine bays). The dual gate version looks very similar:



And we do have a T4 version. The car in this build thread is running the full Moore Performance setup that utilizes the T4 (twin gate) Adaptor***8482;.

Originally Posted by KurtP

Nice set up.

The air to water system sounds good too. Ill disagree that an air to air set up would perform better in any situation. Your heat exchanger and reservoir are big enough, and with a a reliable pump it will perform very well. air to air set ups are simpler and a a little lighter, but a good air to water yields better performance of temperature control for any situation/application.

Any particular reason you chose to hybrid the turbo? I could be wrong, but it seems like a straight s300x would have done what you were looking for? Also nice to see the cam's paying dividends past 5500.

Good job!

thanks!

The air-to-air is affected more by ambient air temps for sure. What I meant was that it's hard to contest with the steady stream of air that blasts a front mount during high speed driving sessions. If more constant higher speed sessions are where the vehicle lives, then the items you mention like weight and simplicity start to look very attractive in the air-to-air setup.

As far as the s300 goes...its a beast for sure. But lately we've been working on setups where low-end torque is paramount. I've seen some impressive early torque numbers from s300 setups (and we have a few in the works) but we're liking the little less inertia coming from the Cy-Borg***8482;. The goal on a setup like this is 400 ft/lbs by 4000 rpm, which we find tougher to do with the s300.

[Seraphinwolf]

Awesome guys!
PS I'm the guy you were talking to about EG33's at WBM

[KurtP]

FWIW, I think you will find the A/W system does excellent on the track, even at speed.

I've had the pleasure of working with APR a little, and they have a smaller A/W setup on their supercharged S4 race car that does very well. Its the same reason we don't drive air-cooled motors anymore....It all comes down to the efficiency of the heat exchanger and pump, and then of course having a reservoir with appropriate medium to feed it. You can run a second heat exchanger much thinner than a FMIC core would be, and have your radiator work more efficiently to boot.

Anyway, I realize that's not the real point of the thread, but I get excited about seeing good/functional A/W set ups, because as it drastically shortens the intake track on these cars, it helps fight some of the lag issues we have, in addition to better temperature performance.

Cheers.

[subbi7]

any updates?

[xhengmanx]

really interested if you guys make the adapter for the t4 flange!! please pm me more info!!!

[Moore Performance]

Originally Posted by Seraphinwolf

Awesome guys!
PS I'm the guy you were talking to about EG33's at WBM

Thanks! And nice chatting with you about Subie 6 cylinders. We hope to have an in-house car running one in the near-future! Which means a header will follow

Originally Posted by KurtP

FWIW, I think you will find the A/W system does excellent on the track, even at speed.

I've had the pleasure of working with APR a little, and they have a smaller A/W setup on their supercharged S4 race car that does very well. Its the same reason we don't drive air-cooled motors anymore....It all comes down to the efficiency of the heat exchanger and pump, and then of course having a reservoir with appropriate medium to feed it. You can run a second heat exchanger much thinner than a FMIC core would be, and have your radiator work more efficiently to boot.

Anyway, I realize that's not the real point of the thread, but I get excited about seeing good/functional A/W set ups, because as it drastically shortens the intake track on these cars, it helps fight some of the lag issues we have, in addition to better temperature performance.

Cheers.

very impressive! H2o's latent heat of vaporization hard at work! And thanks for the kind words. We LOVE air-to-water on Subarus for exactly the reasons you mention. Back at you, it's nice to find other Subie guys with hand-on experience with these systems,...especially in the motorsports realm.

Originally Posted by subbi7

any updates?

The only real update is that we've logged the car a bunch over the past week, and have been working With Pure Tuning [HIGHLY recommended for in-house tuning, and any kind of mospo-specific tuning] to refine the fuel maps a bit.

We're also planning some extensive dyno testing with some various intake manifolds, so we might revising the manifold if need be to hit the client's goal.

Originally Posted by xhengmanx

really interested if you guys make the adapter for the t4 flange!! please pm me more info!!!

if you click on the link a post or two up you will find a car with the Moore Performance turbo kit running our T4 adapter flange.

and here's a photo pulled from the thread:

[jutes85]

Any more details on this AWIC kit? Is it available to the masses?

[slowgenius]

The kits are custom for each application. If you email him at: [email protected] he can price one up for you. I was checking out one of the setups he did this weekend and i have to say they are very well built. The core is made by bell and is specifically designed for air to water use. Its not a modified air to air like some cheap ones on the market.

[Moore Performance]

Originally Posted by jutes85

Any more details on this AWIC kit? Is it available to the masses?

The AWIC setups are available to the public. The IC assemblies are built-to-order, and usually take a few weeks to complete.

[Zee Biker]

How about you guys post some pricing on your header/UP offerings as well. I have no concept of what something like this would cost, the EVO bolt-on deal, or even your normal header.

Website overhaul!

[jutes85]

Originally Posted by Moore Performance

The AWIC setups are available to the public. The IC assemblies are built-to-order, and usually take a few weeks to complete.

Would you be able to make one for a stock-location turbo?

[KurtP]

Have you done any testing on the Cosworth intake manifold specifically?

[Hiddin]

It's ok but a forester one works just as well

[Jordan8086]

Wow that's great.

[KurtP]

Originally Posted by Hiddin

It's ok but a forester one works just as well

Have you actually tested it?

[Moore Performance]

Originally Posted by Zee Biker

How about you guys post some pricing on your header/UP offerings as well. I have no concept of what something like this would cost, the EVO bolt-on deal, or even your normal header.

Website overhaul!

Overhaul is in the works as I type! The header/up pipe combo is nicely priced compared to the other "Made in the USA" options out there. Don't think we can do direct pricing in here, so PM for details please.

Originally Posted by jutes85

Would you be able to make one for a stock-location turbo?

I'm assuming you mean the intercooler? If so, yes, that's not a problem, as we already have the design for such a piece. As with the rotated configs, they're a few week process once ordered.

Originally Posted by KurtP

Have you done any testing on the Cosworth intake manifold specifically?

We do have data of the Cosworth versus a stock STi manifold. We don't have numbers for a bunch of different boost pressures and turbo sizes, but some more will be coming soon....and possibly along with the testing of a Moore Performance prototype intake manifold . All back-to back.

Originally Posted by Jordan8086

Wow that's great.

Thanks! This car is a total blast! We're excited to continue to work on making our setups more responsive; it's this aspect of these turbo kits that really makes them exciting in the twisties!

[KurtP]

Originally Posted by Moore Performance

We do have data of the Cosworth versus a stock STi manifold. We don't have numbers for a bunch of different boost pressures and turbo sizes, but some more will be coming soon....and possibly along with the testing of a Moore Performance prototype intake manifold . All back-to back.

Will be interesting to see. Different plenum sizes should have different results depending on the rest of the set up.

Im still interested in seeing Hiddin's data that shows a stock forester manifold performing as well as a cosworth.

[KurtP]

Hiddin- Sent you a PM. Id really like to see the data showing a factory manifold performing as well as the Cossie.

[Moore Performance]

Originally Posted by KurtP

Hiddin- Sent you a PM. Id really like to see the data showing a factory manifold performing as well as the Cossie.

you also need to know which manifold he's talking about. FWIW, an SG Forester manifold is the same as a GD STi manifold, save for its color. An SH manifold is essentially a BP Legacy manifold.