Nissan 370zTT – Fixing & UpRev calibration

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Nissan 370zTT – Fixing & UpRev calibration

A old client referred this gentleman with the 370zTT to our services. Car came in with the client mentioning that it felt lethargic after he had done a simple oil change in one of those oil service shops.  We loaded the vehicle on the dyno to see what we were up against. The initial dyno test determined that this car was making below normal aspirated power numbers. It was not boosting the right psi and the AFR conditions were dire in the rich side.

After we unstrapped the vehicle from the dyno we were commissioned to take the necessary measures to rectify the situation. Upon quick glance we saw that the previous shop did not do a spot on job on the installing the AAM Competition twin turbo kit.  Our tech came in and wrote down a shopping list of items that would have to be replaced and other adjusted in order to get the turbo kit to operate efficiently.

Many thanks for Luis at AAM Competition for helping us in troubleshooting and getting us the correct parts that needed to be replaced on the kit.

Nissan 2012 370z
A/T built / AAM Competition twin turbo kit / UpRev calibration / Shell 93 oct.

Runs made in sports mode 4th gear.
Ambient conditions 81F / 64% humidity / 30.03 Baro.

All runs were made at the gate pressure which was 9psi.

Dyno Jet comparison mode.

370zTTdyno video


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Subaru wagon – Haltech Elite 550

Got a client that came in and dropped off a Subaru wagon with a swapped motor.  Car came in running under its own power and idleing good.  So it needed to just be mapped out in all the sectors of the engine operation.

EJ20G swap and a 5 speed STI manual transmission running on a haltech elite 550 ecu.

Mods included:

Generic short ram intake, generic 3 inch catless exhaust, front mount intercooler and no speed sensor.

The red lines on the chart is the test made in 3rd gear.
The rest of the runs were made in 4th gear.  PSI in these runs were in the 10 to 11 range.  Had to stop here due to a faulty coolant temp. sensor.


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Infiniti Q50 – Uprev calibration

Got a call from a client in the neighboring state of MS in regards to making this car a bit faster. When he arrived we noticed that it was not making even the stock power that it should be making.

Checked oil and it  was low on oil, this is something that always needs to be checked before attending any tuning session. Proper level of the fluids is critical in these modern cars to be able to make the correct power once you start adding power adders.  This vehicle had minimal mods on it, it only had an intake on this A/T version.

Here is the before and after when oil was put in the right level and then after the Uprev calibration was administered.

Here are dyno jet numbers on these 4th gear pulls.


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2002 Subaru WRX – Install and calibration

Got an email from what ended up being a neighbor from me. He wanted us to install some stage2 parts to his Subaru at first and what this turned out was a long relationship.

We ended up fixing some issues we saw in the car, replaced couplers and exhaust flex pipe that had seen better days.
After the performance and maintenance parts (injectors, fuel pump, inlet pipe, etc) were installed and no leaks were present we proceeded to do a RomRaider tune on this vehicle. Loaded the car on the Dyno Dynamics AWD and proceeded to do the stage2 calibration on it.

Subaru WRX Dyno run

Runs are in 4th gear
Ambient conditions were 80F, 82% humidity and 30.03 baro
Correction factor (none) 1.00

Everything went so well that we continued to work with the client to upgrade bushings, rear wheel bearings and the last project was install some very needed gauges.  In came PLX Devices with their gauge pod and smart boxes to interconnect sensors.

Here are the AFR and Oil Pressure sensor video after the install. I said fuel pressure, that is what the description is labeled in the gauge, but its actually the oil pressure psi that is being displayed.

AFR sensor display video


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S2000 Turbo – Recalibration

A local friend came in to make sure that his newly bought vehicle was operating in optimal condition.
We loaded the vehicle on the rollers and proceeded to test to see how the AFRs, boost curve and power delivery was.

After careful inspection we noticed that we could move a few numbers in the VE table on the AEM v2 to reach optimal fueling conditions on the boost region.

Dyno jet comparison numbers of the before and after the re-calibration.


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2013 Scion FRS Turbo – Transmission work & Calibration

2013 FRS Turbo, rectifying work from another shop on this manual transmission. Seems that synchros went south on this transmission, time to open her up and see what is the verdict.
After inspection 2 and 6th gear are the only ones that look decent. Synchros, hib sliders and the other gears will have to be replaced in order to bring this transmission right away. Well time to build a bulletproof one down the road.  As for now we also fitted the transmission with a new SPEC light flywheel.

After the install of a good working transmission along with the SPEC Flywheel, it was ready to hit the street to see how it feels.  Oh yeah Amsoil synthetic 75W-90 was added to the mix.  Shifts smooth as butter, Highly recommend adding this oil to your differential or transmission.

211whp run in the peach color was a run that was done back in 3/9/17.

Both of these runs were done at the same boost level 9psi, but the one the one that generated 218whp / 248wtq (purple lines) was done in a more hot ambient as per descriptions in the video.  What a difference a proper working flywheel can make and when the right care if given all around to the the vehicle.

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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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