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Old 02-09-2018, 09:19 AM   #1
maperformance
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2011 STI
black af

Default ***MAPerformance 15+ WRX E30 Tunes Now Available!***

Hey everyone! Can you believe just a few years ago, the thought of running ethanol on the new FA20DIT was somewhat nerve racking? Reading through all the "blown engine" threads from running E85 etc. Now that we have figured these cars out, people are finally starting to find the right "sweat spot" to make these FA20's happy with corn.

We are pleased to release E30 OTS Maps for the 2015+ Subaru WRX Platform! The E30 fuel blend is an ideal compromise for many popular non-FlexFuel equipped vehicles as will be described below, and blending is very simple and easy to remember with a 2:1 ratio (2 parts pump gas to 1 part E85).

Ethanol and E85 FlexFuel have been common in the racing and high performance circles for a long time as they can be used as an inexpensive race fuel, and it's becoming more popular to use various blends of ethanol fuels in the common non-FlexFuel equipped vehicles solely for performance purposes. There are two key performance-adding attributes to the standard E85 you can find at local gas stations: it has a very high octane rating of 105 (R+M/2) and, more importantly in my opinion, is the molecular composition and its' effect on cylinder charge and combustion. Without going into too much chemistry and combustion theory, here are the effects of the two key ethanol fuel attribute and why it is used:

1) E85 has a high octane rating of 105 - This is rather straight forward; the higher octane rating yields greater resistance and less volatility to detonation. In many of the popular turbocharged engines on the road today, significant gains can be had from tuning alone with the stock engine hardware. However, many of them inevitably become detonation limited from a variety of constraints, such as:
- Inferior or excessively small turbine or turbine housing, exhaust manifolds, etc. This can result in extremely high exhaust gas temperatures and/or cylinder head temps, therefore increasing the chances for hot spots inside the combustion chamber, piston, etc
- Inefficient cylinder head/combustion chamber/piston design. This is similar to the turbine limitation above, except with the emphasis on the fluid dynamics of the air charge entering and exhaust gas exiting the combustion chamber. The efficiency and stability of the combustion characteristics - including raw power - are dramatically impacted by the cylinder head ports, cam profiles, valve shape and combustion chamber design. When compromised design or limited technology characterize the contributors to combustion efficiency and stability, the characteristics of the fuel become more crucial.
Note - It's not my intention to describe these modern engines as primitive or lacking technology; quite the opposite is true. The key to this particular discussion is that the intended operation range of these Stg 1 and Stg 2 engines has been elevated, therefore the performance we are attempting to optimize will be constrained by a design and limitations of a different intent. As is the case with many of the modern turbo engines either stock + tune or with bolt-on upgrades, a primary limiting factor to additional power output is detonation volatility and stability. This means if we can use more stable, less volatile fuels and therefore take advantage of more consistent combustion, we can comfortably move the peak cylinder pressures closer to the optimum mechanical angle - generally 15* ATDC - we'll see a significant increase in torque and power output.

2) The molecular attributes of ethanol have a very dramatic effect on performance. There are common misapprehensions regarding energy release and temperature at which E85 burns, but hopefully separating two functions of the fuel can help illustrate the nuanced discussions regarding E85 and temperatures.

a. In Direct Injection engines especially, fuel does much more than provide a chemical for oxygen to react with upon ignition. The high-pressure injection of the liquid fuel into the combustion chamber provides a function of absorbing a significant amount of heat from previous combustions, which consequently raises the knock/detonation threshold considerably. As such, the more heat we can remove, the higher the knock/detonation threshold and subsequently more power. This measure of the liquid's ability to absorb heat is known as the Latent Heat of Vaporization. Pump gasoline has a low rating of ~150btu/g, whereas E85 has nearly 2.5x the thermal absorption at ~360btu/g. However, most impressing of all is an E30 blend which still has over 2x the rating with ~330btu/g! It's in this context that it's possible to describe an engine as "running cooler" with E85, as overall peak combustion temperatures and EGTs can be cooler.

b. The molecular differences between ethanol and gasoline also has an effect on power and performance, which can be illustrated by comparing the heat and byproducts released upon combustion. This is where additional confusion comes into play with regards to which fuel burns cooler, which fuel makes more power, etc. One common claim is that combusting one unit of ethanol produces 4x less heat than combusting one unit of gasoline - which is true - however in the case of an engine where we're looking to make the biggest bang, we are usually oxidizer limited, meaning the raw combustion energy is limited by the amount of oxygen that can be crammed into the combustion chamber. As such, we must look at the total combustion byproducts and their respective pressures to get an understanding of the impacts to the temperatures and pressures in the chamber using the P=nRT/V equation. In general, the given airmass will combust 4x as much E85 as it would gasoline, therefore we can consider the overall combustion thermal energy release to be equal. Then the byproducts of combustion come into play, where E85 produces ~20% more than gasoline, raising cylinder pressure accordingly.
What this all means for us concerned with engine performance is that we have numerous strategies that can be used to extract significantly more power with E85 or an E30 blend of fuel, all while keeping the knock/detonation, peak pressures and CHT & EGTs in their healthy ranges- at or below levels prior.
The concerns of ethanol being used in non-FlexFuel vehicles is

Below are E30 dyno results with the MAPerformance 2016 WRX in Stage 1 and Stage 2 configurations







OK, now that I got that out of my system, here is how we are going to be offering these tunes:

If you previously purchased the associated hardware, IE AP3 for Stage 1 E30, and Intake for Stage 1+ E30 etc our E30 tune will only be $150! That's 50% off!

If you already own an Accessport, and was purchased elsewhere, the tune will be $299.


Feel free to let me know if you have any other questions at all!

-Ian
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Last edited by maperformance; 05-13-2019 at 10:09 AM. Reason: EDITED FOR ACCURACY
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Old 02-09-2018, 09:49 AM   #2
Oreoboi1993
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Is the maps available on MAP for purchase yet?
Quote:
Originally Posted by maperformance View Post
Hey everyone! Can you believe just a few years ago, the thought of running ethanol on the new FA20DIT was somewhat nerve racking? Reading through all the "blown engine" threads from running E85 etc. Now that we have figured these cars out, people are finally starting to find the right "sweat spot" to make these FA20's happy with corn.

We are pleased to release E30 OTS Maps for the 2015+ Subaru WRX Platform! The E30 fuel blend is an ideal compromise for many popular non-FlexFuel equipped vehicles as will be described below, and blending is very simple and easy to remember with a 2:1 ratio (2 parts pump gas to 1 part E85).

Ethanol and E85 FlexFuel have been common in the racing and high performance circles for a long time as they can be used as an inexpensive race fuel, and it’s becoming more popular to use various blends of ethanol fuels in the common non-FlexFuel equipped vehicles solely for performance purposes. There are two key performance-adding attributes to the standard E85 you can find at local gas stations: it has a very high octane rating of 105 (R+M/2) and, more importantly in my opinion, is the molecular composition and its’ effect on cylinder charge and combustion. Without going into too much chemistry and combustion theory, here are the effects of the two key ethanol fuel attribute and why it is used:

1) E85 has a high octane rating of 105 – This is rather straight forward; the higher octane rating yields greater resistance and less volatility to detonation. In many of the popular turbocharged engines on the road today, significant gains can be had from tuning alone with the stock engine hardware. However, many of them inevitably become detonation limited from a variety of constraints, such as:
- Inferior or excessively small turbine or turbine housing, exhaust manifolds, etc. This can result in extremely high exhaust gas temperatures and/or cylinder head temps, therefore increasing the chances for hot spots inside the combustion chamber, piston, etc
- Inefficient cylinder head/combustion chamber/piston design. This is similar to the turbine limitation above, except with the emphasis on the fluid dynamics of the air charge entering and exhaust gas exiting the combustion chamber. The efficiency and stability of the combustion characteristics – including raw power – are dramatically impacted by the cylinder head ports, cam profiles, valve shape and combustion chamber design. When compromised design or limited technology characterize the contributors to combustion efficiency and stability, the characteristics of the fuel become more crucial.
Note - It’s not my intention to describe these modern engines as primitive or lacking technology; quite the opposite is true. The key to this particular discussion is that the intended operation range of these Stg 1 and Stg 2 engines has been elevated, therefore the performance we are attempting to optimize will be constrained by a design and limitations of a different intent. As is the case with many of the modern turbo engines either stock + tune or with bolt-on upgrades, a primary limiting factor to additional power output is detonation volatility and stability. This means if we can use more stable, less volatile fuels and therefore take advantage of more consistent combustion, we can comfortably move the peak cylinder pressures closer to the optimum mechanical angle - generally 15* ATDC – we’ll see a significant increase in torque and power output.

2) The molecular attributes of ethanol have a very dramatic effect on performance. There are common misapprehensions regarding energy release and temperature at which E85 burns, but hopefully separating two functions of the fuel can help illustrate the nuanced discussions regarding E85 and temperatures.

a. In Direct Injection engines especially, fuel does much more than provide a chemical for oxygen to react with upon ignition. The high-pressure injection of the liquid fuel into the combustion chamber provides a function of absorbing a significant amount of heat from previous combustions, which consequently raises the knock/detonation threshold considerably. As such, the more heat we can remove, the higher the knock/detonation threshold and subsequently more power. This measure of the liquid’s ability to absorb heat is known as the Latent Heat of Vaporization. Pump gasoline has a low rating of ~150btu/g, whereas E85 has nearly 2.5x the thermal absorption at ~360btu/g. However, most impressing of all is an E30 blend which still has over 2x the rating with ~330btu/g! It’s in this context that it’s possible to describe an engine as “running cooler” with E85, as overall peak combustion temperatures and EGTs can be cooler.

b. The molecular differences between ethanol and gasoline also has an effect on power and performance, which can be illustrated by comparing the heat and byproducts released upon combustion. This is where additional confusion comes into play with regards to which fuel burns cooler, which fuel makes more power, etc. One common claim is that combusting one unit of ethanol produces 4x less heat than combusting one unit of gasoline - which is true – however in the case of an engine where we’re looking to make the biggest bang, we are usually oxidizer limited, meaning the raw combustion energy is limited by the amount of oxygen that can be crammed into the combustion chamber. As such, we must look at the total combustion byproducts and their respective pressures to get an understanding of the impacts to the temperatures and pressures in the chamber using the P=nRT/V equation. In general, the given airmass will combust 4x as much E85 as it would gasoline, therefore we can consider the overall combustion thermal energy release to be equal. Then the byproducts of combustion come into play, where E85 produces ~20% more than gasoline, raising cylinder pressure accordingly.
What this all means for us concerned with engine performance is that we have numerous strategies that can be used to extract significantly more power with E85 or an E30 blend of fuel, all while keeping the knock/detonation, peak pressures and CHT & EGTs in their healthy ranges- at or below levels prior.
The concerns of ethanol being used in non-FlexFuel vehicles is

Below are E30 dyno results with the MAPerformance 2016 WRX in Stage 1 and Stage 2 configurations







OK, now that I got that out of my system, here is how we are going to be offering these tunes:

If you previously purchased an Accessport from us, our E30 tune file will be $150 to upgrade.

If you already own an Accessport, and was purchased elsewhere, the tune will be $299.


Feel free to let me know if you have any other questions at all!

-Ian
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Old 02-09-2018, 09:57 AM   #3
maperformance
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Yes sir! PM me for details if you are interested.

Quote:
Originally Posted by Oreoboi1993 View Post
Is the maps available on MAP for purchase yet?
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Old 02-09-2018, 10:01 AM   #4
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What if we purchased a Stage 1 tune from you guys? Is the price still $299?
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Old 02-09-2018, 10:20 AM   #5
JDM 3SGTE
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Does a Stage 2 map require an intake?

Is there a version that accounts for upgrade TMIC?

No requirement for upgraded in-tank fuel pump?

Thanks
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Old 02-09-2018, 11:48 AM   #6
maperformance
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We can do the $150 price for any customer who purchases our Maperformance hardware. IE that includes and is not limited to an accesssport,our intake or stage 2 packages.

LEO @ MAP

Quote:
Originally Posted by gn4rwhals View Post
What if we purchased a Stage 1 tune from you guys? Is the price still $299?
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Last edited by maperformance; 05-13-2019 at 10:17 AM. Reason: EDITED FOR ACCURACY
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Old 02-09-2018, 11:49 AM   #7
maperformance
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black af

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At this time yes. Our Stage 2 E30 tune will still require our 3" intake. The stock fuel pump is just fine with these tunes. Adding an aftermarket fuel pump however will be just fine if you choose to add one.

Quote:
Originally Posted by JDM 3SGTE View Post
Does a Stage 2 map require an intake?

Is there a version that accounts for upgrade TMIC?

No requirement for upgraded in-tank fuel pump?

Thanks
__________________
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Old 02-09-2018, 12:24 PM   #8
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I was about to order the 93 octane tune, but this has me interested.

I am not seeing the dyno plots. Perhaps it is my browser. Are they showing up for others?

Edit: Also trying to decide what to do... The only stations near me with E85 only have 91 octane. Only a few stations have 93 octane and they do not have E85. Logistically difficult to use E85+93. Perhaps I should just buy all 3 tunes 91/93/E30
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Old 02-09-2018, 12:37 PM   #9
Oreoboi1993
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The Dyno results show up on mine.
Ian said 91/93 Oct both are in the tune so it doesn't matter what it is.
Quote:
Originally Posted by nine5raptor View Post
I was about to order the 93 octane tune, but this has me interested.

I am not seeing the dyno plots. Perhaps it is my browser. Are they showing up for others?

Edit: Also trying to decide what to do... The only stations near me with E85 only have 91 octane. Only a few stations have 93 octane and they do not have E85. Logistically difficult to use E85+93. Perhaps I should just buy all 3 tunes 91/93/E30
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Old 02-09-2018, 01:05 PM   #10
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So if this does not require a FF kit, is it crucial to be very specific with the 2:1 mix ? Or will the tune compensate to some extent ?
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Old 02-09-2018, 02:34 PM   #11
maperformance
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Correct. FF kit is not needed for these. The 2:1 does not need to be absolutely, scientifically perfect. There is some "wiggle room" in the tune to cover a pretty wide range of ethanol blend. Typically what I found that works the best, is 3-4 gal of E85 to the tank when it's around 1/4 tank or under. Then the rest with pump gas.

Quote:
Originally Posted by Straight6 View Post
So if this does not require a FF kit, is it crucial to be very specific with the 2:1 mix ? Or will the tune compensate to some extent ?
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Old 02-09-2018, 04:04 PM   #12
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PM sent...look forward to trying this out
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Old 02-11-2018, 05:08 PM   #13
Oreoboi1993
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I got the stage 2 e30 Friday, and I don't feel any difference then the normal stage 2 map. Does anyone have the map yet and see/feel a difference? Maybe I need to run it s little longer. I see the temp on the information thing being 205 instead of 199
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Old 02-12-2018, 08:43 AM   #14
maperformance
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The tune will have no effects on temps. Did you at least drive the car around for 10 miles or so after fill up to allow for the correct mixture to get to the engine?

Quote:
Originally Posted by Oreoboi1993 View Post
I got the stage 2 e30 Friday, and I don't feel any difference then the normal stage 2 map. Does anyone have the map yet and see/feel a difference? Maybe I need to run it s little longer. I see the temp on the information thing being 205 instead of 199
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Old 02-13-2018, 07:52 AM   #15
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Running the stage one 30 tune definitely pulls harder compared to my 93 tune. I’m loving it so far although my DAM dropped to .875 and was getting some fbk and fkl this morning on my way to work. This is with about 50 miles on my first tank
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Old 02-13-2018, 08:39 AM   #16
maperformance
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*delete*
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Last edited by maperformance; 05-13-2019 at 10:18 AM. Reason: EDITED FOR ACCURACY
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Old 02-13-2018, 09:39 AM   #17
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I’ll get some logs for you after work today
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Old 02-13-2018, 10:05 AM   #18
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Quote:
Originally Posted by dayrew View Post
Running the stage one 30 tune definitely pulls harder compared to my 93 tune. I’m loving it so far although my DAM dropped to .875 and was getting some fbk and fkl this morning on my way to work. This is with about 50 miles on my first tank
I've had nearly the exact same results. Gonna get some logs later today and send to Ian.
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Old 02-13-2018, 10:18 AM   #19
maperformance
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*delete admins*
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Last edited by maperformance; 05-13-2019 at 10:19 AM. Reason: EDITED FOR ACCURACY
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Old 02-13-2018, 12:02 PM   #20
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What should the DAM be at 1?
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Old 02-13-2018, 01:28 PM   #21
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Are you guys offering Stage 2 e-tunes without your stage 2 kit? I have the same setup on my car but not your brand..

If not, are you offering E-tunes anytime soon?

I have worked with you guys in the past and have recommended y'all to many of my buddies. Keep up the good work!


EDIT: nevermind.. found it on the website
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Old 02-13-2018, 04:30 PM   #22
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Quote:
Originally Posted by maperformance View Post
Correct. FF kit is not needed for these. The 2:1 does not need to be absolutely, scientifically perfect. There is some "wiggle room" in the tune to cover a pretty wide range of ethanol blend. Typically what I found that works the best, is 3-4 gal of E85 to the tank when it's around 1/4 tank or under. Then the rest with pump gas.
Hi Ian, this is awesome! Could you clarify more on the range of blend? For instance, for the minimum, if we were to run with pure 91/93 octane with no e85, would this tune still work? For maximum, I assume E30 is the maximum and what mixture ratio would net you that?

Thanks! i'm excited about this tune.
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Old 02-14-2018, 01:39 PM   #23
nine5raptor
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Quote:
Originally Posted by vs6p5gg View Post
Hi Ian, this is awesome! Could you clarify more on the range of blend? For instance, for the minimum, if we were to run with pure 91/93 octane with no e85, would this tune still work? For maximum, I assume E30 is the maximum and what mixture ratio would net you that?

Thanks! i'm excited about this tune.
Ian will probably answer, but you are thinking the opposite. You need the octane from the E85, so consider E30 your minimum blend ratio. The tune likely is not on the ragged edge, so if you end up with E25, you are probably fine, but as I consider it, I would target E40 (keeping in mind that E85 can be as low as 51% ethanol and typical 91/93 is 10% or so ethanol).

Half and half 85% Ethanol E85 and 10% 91/93 would get you ~E48
Half and half 51% Ethanol E85 and 10% 91/93 would get you ~E31
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Old 02-14-2018, 01:55 PM   #24
maperformance
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Yep, pretty much nailed it. These tunes are done in closed loop, so it can compensate anywhere from E25 to E50 from what we have seen in testing. Although, 4 gal is right about where you want to be. I find that has been the easiest for me to remember.

Quote:
Originally Posted by nine5raptor View Post
Ian will probably answer, but you are thinking the opposite. You need the octane from the E85, so consider E30 your minimum blend ratio. The tune likely is not on the ragged edge, so if you end up with E25, you are probably fine, but as I consider it, I would target E40 (keeping in mind that E85 can be as low as 51% ethanol and typical 91/93 is 10% or so ethanol).

Half and half 85% Ethanol E85 and 10% 91/93 would get you ~E48
Half and half 51% Ethanol E85 and 10% 91/93 would get you ~E31
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Old 02-14-2018, 03:55 PM   #25
THNY
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I reset my ECU to reset the DAM and learning before trying some logs yesterday. After the reset I did not see any knock for about 10 miles doing short pulls here and there. I drove a few more miles today and the knock readings were starting to show up again.

Since it seems it takes about 20 to 30 miles to start seeing more significant knock and a drop in DAM, is it possible the learned fuel trims are causing this?

I am going to wait til the knock readings go beyond -2.5 so you see it in the logs.
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