2013 Subaru STI – Stage2 Calibration

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2013 Subaru STI – Stage2 Calibration

Was the first day of fall, but with the ambient conditions that were present you would not think so.  Another hot and humid day in Kenner, LA.  We were working today with Scion tC as we installed a transmission on it and was adjusting the clutch on it and driving it on the street.

Got a call in the morning with a client that was wanting some one to look at his 2013 Subaru STi as it was not performing up to its standards.  Managed to squeeze the client in at noon and told him that we usually calibrate the cars at nights since it gets really hot in the shop.  He was coming in from MS and driving thru town on his way to Lake Charles and decided to call us to help him with his ride.

We moved cars around at the shop and got the AWD Dyno Dynamics ready for his arrival.  Placed the vehicle on the dyno and got it ready to see what we could do to help matters.

2013 Subaru STi with stage 2 mods:

Stock engine / Cobb intake, APv3 /Grimmspeed Upipe, TMIC and catback exhaust
Tial BOV with EWG / Air pump delete / Cobb Fuel pump

Ambient conditions were 103F / 43% humidity and 30.03 Baro
Test performed in 4th gear

The vehicle was previously etuned and the client wanted a dyno calibration instead so we proceeded to accomodate him as he had some DTCs present that needed to be taken car of which were affecting his fuel trims and his over all WOT fueling.

Before the dyno pulls were done we checked the oil level and also discovered that we needed to add a quart of oil to the engine. In comes some Amsoil XL series 5w-30 to the rescue.

Before and after resutls from the tuning session.  261awhp and 288awhp was achieved.

Dyno jet simulated number vs boost which just hit 20psi and tapered to 16psi.
In conclusions the client was very happy and we thank Chris for trusting us with his ride and having patience in this hot and humid day which was not easy day to calibrate an engine.


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2013 Scion FRS – Kraftwerks

On Saturday got a chance to calibrate another Scion FRS that was forced induced.  This vehicle had previously visited our shop on the later part of December to get a baseline done.  On that given day which the ambient conditions were in the 66F with 65% humidity.
The owner had just fitted the vehicle with a Kraftwerks supercharger set up.
No other mods were present besides the supercharger kit on this vehicle with a Automatic transmission.
On that given day the best number that came out was 214whp (with the Kraftwerks ROM) and it was tested in sports mode in 4th gear.

Fast forward to Sept. 16th with ambient conditions in the 97F, 52% & 30.10 baro, so a rather humid miserable day and the best that the vehicle managed to baseline line was 189whp @ 12psi.  Now that we got our baseline we plugged the EcuTek Protuning kit and proceeded to start from scratch with our own calibration to improve the performance from that Kraftwerks ROM file the car was using.

 

Needless to say that with movements in Fueling, timing advance and cam timing we managed to improve from the numbers on the tuning day and also surpass the numbers from the colder December day back in 2016.  Very happy with the numbers and can not wait to calibrate this car once again when the owner starts adding UEL header and exhaust components to free up some low end torque.

Simulated dyno jet numbers above.

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2015 Subaru WRX – Stage1 mapping

Got a local friend that hit me up asking me for some help on his Subaru. He has issues of the car stalling at stop signs and stop lights. Got the car in and looked at the plugs and they were fine.

Checked and see and this car has a AEM intake with box but with no calibration.  Seeing this we ordered a Cobb Tuning APv3 and installed it.

Made some adjustment on the dyno over the OTS stage 1 calibration and was able to find a little power enhancements and now no more stalling on stops.

Ambient temps at the tune 92F, 70% humidity and 30.03 Baro.

Test was made in 4th gear.

Before an after the Protune, fueling was very inconsistent with the oem calibration and now its dialed in. Managed to make the turbo spool a bit quicker
as well with the calibration move.

Baseline pull in blue and then the other two lines are after the calibration on stage1.  These are Dyno Jet simulated numbers.

Thanks again Forty for trusting us with your ride!


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2005 Subaru WRX – APv3 Protune

Good day to you guys, well in another hot humid day in Kenner, LA we had a client come in from Biloxi, MS.  This was his first Subaru he has ever owned and wanted to make sure the car was running good from the previous owner that had the vehicle.  The vehicle is a 2005 Subaru WRX, with these list of mods:

  • 2.5L Built bottom end (forged internals)
  • 2.5L head (HD exhaust and intake valves), no avcs with TGV delete
  • Blouch td06-20G (BB)
  • Injector Dynamics 1000cc
  • Fuel pump
  • Larger TMIC
  • Turbo back exhaust
  • Cobb Accessport v3
  • Cobb intake
  • Southbend clutch kit.

As our usual way to start things is getting the car on the rollers, strap it down correctly and place all the necessary sensors needed for the calibration.  As we discovered after we made a 3rd and 4th gear WOT sweep as soon as the Blouch turbo would come alive our AFR went up with the boost and as many know that is not the way to keep a EJ255 motor happy and in one piece.  That meant we could not even do a full RPM run and we had to get to mapping the engine straight away.
As soon as we started getting the fueling down to the right range we started running into another issue.  As the boost started coming in as we made a sweep usually around 5000-5500 rpms the car would experience a sensation as the clutch was slipping.
Lowered the boost to wastegate spring rate and that did not help matters that much either.  Asked the client once again the clutch was on the car and he said that Southbend clutch was only in there for a few months.
We could not get that distinct smell of clutch when we were making the runs since the car was also exhibiting a little oil burning smell and that was indeed masking any other smell in the dyno room.

We now decided to get it off the rollers and do some street testing to make sure it was not the dyno giving a odd load to the vehicle (which I knew that was not the case) during the test runs.
Well as we tested on the local highways sure enough, right at the same psi and rpms as the dyno the car would quickly rev up in the same zone where the vehicle starts making its peak WTQ.  In any case managed to properly map the engine for where we could on the psi where it did not slip which in this case was around 13psi. Oh yeah the client tried to do a weak little launch and that only solidified our initial hunch that is was a clutch issue that we were experiencing.

So for now we are going to be ordering a new clutch kit for this client and installing it. Once the clutch kit is properly broken in we are going to re-visit this calibration session.

So stay tuned to see where this nice Blouch 20g ends up making once the bugs are sorted it out.

Thanks for checking out our blog posts.  Cheers

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Panama Tuning Adventure – Part2

The other days of being here we had some set backs with the cars. This 2005 Nissan Armada did not pose any problems as it was fitted with a UpRev calibration to get a little more power and fuel economy.

A gain in both WHP and WTQ were added to this vehicle.  The chart for this tuning session will be sent to me at a later time and I will update the blog.

This 2016 Mustang 3.7L v6, A/T was next on the slate to be tuned.  Mods on this car was AirRaid intake and MagnaFlow exhaust system.  Tuning system employed was HPTuners.

This was my first go a tuning a HPTuner system on a Ford Mustang.  I was thankful enough to have the help from 3 other competent domestic tuners that guided me thru the process of tuning this new ECU.

The ECU on these years like also the Coyote 5.0L motor employs speed density tables instead of MAF scalar tables like the earlier models.  I have to say it was quite laborious to tune these ECU, I have a ton to learn still but at the end was able to make some improvements on the performance of the vehicle.

Blue line is the baseline from where this car was tested before and the red line is after the mapping with HPTuners.

Test were done in 3rd gear via sports mode.

After the Mustang these two other vehicles were slated to hit the dyno and make some decent power but had some mechanical issues that came up and we were not able to finalize the calibration on them.  All these vehicle you see and there are like 4 more in the shop (that I did not take a picture of) that all sport a Haltech engine management system. I will be coming back to Panama soon enough when they are once again ready to be calibrated.

As always had a great time with my family at Taller NB in Las Tablas, great group of people to work with and will be back here soon enough.  As for now signing off from hot and humid Panama

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Panama Tuning Adventure – 6.26.2017

Its always great having the opportunity to return to my country and help out my associates in getting their clients’ vehicles running correctly.  It also excellent that we have Copa Airlines flying direct from MSY to Panama, trip is only 3:30hrs.  Apart from that, it is always hard leaving the family and rushing out the door at 4:15am to catch a flight.

Waiting at the terminal I was greeted with a celebration as that same day was the actual 2 year anniversary of Copa Airlines having direct flights from Louis Armstrong airport to Tocumen Panama.  Flight left on time and arrived in Panama at the scheduled 10:50am.

Met my friends at the airport and was welcomed by the usual gridlock traffic that the capital of Panama is famous for.  Drove to a performance shop to pick up some VP Race fuel and saw a Honda tech that is famous around the country for his high horsepower projects.  This time was no different as Vicente was working on his Honda Civic with Kseries swap turbo.  This should be a nice little monster once its all said and done.

Well since it was past lunch time we had to stop by to get something to eat before the ride out to the country side.  Stopped at this mall and ate at a place called Lenas y Carbon and had a nice steak, along with some nice sides and a chicken soup called “sancocho” down here.

Arriving at Taller NB in Las Tablas that night was greeted with 2 very nice 370z waiting to be protuned via UpRev.
The red one has some Stillen Gen3 intakes and Greddy catback exhaust.  Final numbers were 298whp and for all you dyno jet people that translates into 334.5whp.

ARC option was added to this vehicle.

 

Next up was a 2009 370z with AdminTuning intakes, soho performance exhaust with test pipes.  This car with the addition of the intakes it would not idle decent because of the great breathing intakes that this car possess now.
After a few tweaks on the UpRev ROM we were able to get the car to idle great and also make some considerable gains.  Apart from the UpRev ROM both cars were fitted with the ARC system.  At the end of the night we had 2 very satisfied clients going home.  Final numbers for this black 370z was 306whp or 342.72 dyno jet numbers when the translation is performed.

ARC 2Step in action after the tune was finalized.

 

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Mitsubishi Eclipse GSX – Race gas calibration

On a hot & humid June day we proceeded to calibrate this vehicle.  The challenge of tuning a vehicle in the day in the south is always that after every run the car needs to be left alone to cool down. This eats up valuable tuning time, but that is just the name of the game.

During the summer we usually try to move all of our tuning to the night hours of the week.  In this case it was not possible and it needed to be done on a Saturday during the day.

After getting the car back from its initial mapping on the new turbo set up, the power was not there for the desired boost level. The client took the car back and inspected and sure nuff there were 2 items that needed attention.  Due to those 2 items it hindered the power output on that given day. Fast forward to today every issues was fixed and it was time to see what it will really do.

Mods were:

Wiseco pistons, Pauter rods, Magnus Intake manifold, FIC2150cc, Walbro 450lph, Precision PTE6466, Kelford 274 camshafts, ECMLink ecu and Fuse Hot Foot Unleaded 117 race gas.

Dyno jet simulated numbers (correction factor NONE)


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2002 WRX Haltech Platinum Pro – The Journey

This vehicle to us is like our teenage child. I have been helping this car gets faster and faster for a while now.  We first started tuning this car since it was on Cobb Accessport MAF tune.

Client wanted more power as all of us do, so the logical step was to go speed density and right away seeing that Haltech supported this model with a PnP solution we opted for that.

Right away tuning the car and staying on the same PSI level from Accessport to Haltech we picked up an additional 20awhp from just switching tuning systems.  After that there was no looking back.  We managed to make the most power to date with the following mods below:

EJ257 fully built bottom end with #CPPistons #GSC Valves, meth injection, #Haltech Platinum Pro, 850cc injectors, FMIC, #KillerBee Header and AMR60R turbo.  28psi tune was done on 93octane and Meth.

After the tune a nice GaugeArt display was added and the keen aspect of this device is that it interconnects directly to the Haltech Platinum Pro and then the user can see a good range of sensors from the engine.

Part2 – Going for some stability & more power

Apart from trying to find more power from this forged motor we also decided that coilovers were needed.  After a little wait from ISC Suspension to ship us out a unit for this WRX it finally arrived.  Ricky was quick to get this unit installed into the vehicle.

We switched to a bigger rebuilt turbo from AMR and that did not pan out last time it was on the rollers.  So we decided to go for one of the bigger stock frame turbos out there in the market. In comes the XR Black 82HTZ Ball Bearing turbo from the guys at Forced Performance.

June 15 2017

The FP Turbo is finally in the vehicle and Ricky stopped by to show us how it turned out after some percussion persuasion had to be done to the surrounding items to make the turbo fit correctly.

A little shake down to make sure there are no leaks of any kind and everything is connected properly and she will be ready to see some Fuse race gas and the awd dyno……Stay Tuned.

 

On a warm southern Louisiana night, we proceeded to calibrate the WRX to see what this FP Black would do. We were not disappointed as the turbo spooled quicker and was way more aggressive than the ARM60R turbo was that on there. Race gas from #fusefuel unleaded 117 was called in to do the business. What a great fuel I have to say, the more and more I tune with it the more I truly respect this fuel.

Below is the video from last night.

Dyno Jet simulated numbers by the Dyno Dynamics AWD.

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2015 Civic Si Supercharger – FlashPro

Had the pleasure of helping a local client with his tuning of a #kraftwerks supercharger kit on his Civic SI.

Was told that the kit was used and The owner installed himself.

After the install of the kit, the tuning was all that was left to be dialed in.

On a given night we proceeded to calibrate the vehicle.  Made some solid gains, car runds solid now.

Special thanks to Tinh for trusting us with his ride!

CivicSi_SC

TNugenCivicSi_Dyno (1)

Dyno Dynamics WHP vs Manifold Gauge (PSI) chart.

 

TNugenCivicSi_Dyno (2)

Dyno Dynamics simulating (Dyno Jet) numbers which is represented as BrandX


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2011 Lamborghini LR570-4 (UGRTT)

Had the pleasure this Saturday to test a client’s 2011 Lamborghini LR570 AWD.  This was not an ordinary Lamborghini as this one was fitted with a Under Ground Racing twin turbo kit.

Client called me on Saturday morning and asked if he could jump on the rollers today to see what his investment was putting down to the ground.

The test was done on ambient conditions of 96F, 37% humidity and 30.03 baro

4th gear was the one we tested the power delivery of the vehicle, shifted the 6AT thru the paddle and proceeded to make the test.  The test resulted in a very smooth delivery of power to the number of 685 awhp and 706 awtq @15psi on pump.

L4  L3

L7

Carefully backed the vehicle and loaded it on the Dyno Dynamics AWD.

L2 L1

L6 L5

L8 L9 L10 L11 L12 L13 L14

JHarrellLamboLR570_2 JHarrellLamboLR570_DJ

We leave you with the Dyno Dynamics numbers and also the BrandX(dyno jet) charts of this test.

Lastly would like to send special thanks to Mr J.H. for trusting in our tuning facilities and to the guys (Ernest & Dalton) that helped me today with the test.