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.
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.
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.
Carefully backed the vehicle and loaded it on the Dyno Dynamics AWD.
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.
Had the pleasure of once again calibrating a vehicle with a KTuner system.
This time the vehicle that was getting some work done on the dyno was a Honda Accord Sport v6.
In this A/T vehicle the current mods were:
Intake, RV6 exhaust components and KTuner v2
We initially tuned the vehicle back in February, then now the car came back to see if it has gained any more power and the client was just there for current numbers. As we can not leave things alone and saw some areas in the tune that we could improve on I pulled the laptop out on this warm May day and proceeded to tune the vehicle once again.
Ambient conditions on the day were 78F, 82% humidity and 30.03 baro. Test gear was done in 4th
Initially back in February we jumped from 243.7whp (baseline) to 251.5whp with a little bit of tweaking on the Ktuner. Client came and with a little bit of further tweaking the calibration on this past day we managed to reach the numbers you see on the charts below:
266whp was the best pull and with a 274wtq numbers on the Dyno Dynamics.
This chart is the numbers using comparison mode which is a feature in which the Dyno Dynamics simulates numbers to what they would appear if a vehicle was tested on a Dyno Jet.
Apart from just numbers the over all driveability was improved since throttle response is by far more crisp and better MPG was also achieved with the KTuner on board.
Client contacted us to do a dyno test (baseline) on this vehicle. Client will be adding some more parts soon enough and wanted to see where he is starting at.
He recently bought it used with just an intake and APR stage1 DSG / reflash on the vehicle.
Ambient conditions on the night of the test were: 77F, 82% hum. and 30.03 baro
This car is from our very first client for Corr Performance. This Honda S2000 started its life with some basic bolt ons and a AEM v1 since that is all that was available back in the days.
After going from N/A to turbo and having issues with his original engine after it was forced inducted, our client went and had the engine built and then he called us once again to dial in his AEMv1 with the Apexi AVC-R for some more added power. When we dialed in the AEMv1, that resulted in 287whp at around 14psi.
After that tune we put a bug into his ear telling him to please get rid of that outdated AEMv1 and move over to a highly competent engine management system. The Haltech Platinum Pro was purchased, installed and also a set of Fuel Injector Development 780cc were also added.
So in conclusion we are very happy with the results that the Haltech Platinum Pro gave us at that boost level.
326whp on the Dyno Dynamics or 365whp on a dyno jet makes for a fun weekend car.
This car has come a long way and we are so proud of the results we were able to provide to one of our favorite client and good friend. Thanks for letting us tune you car Keith!
This was a little bit of a long project for the client as the client worked diligently to put in a 1997 3.4L (5VZ-FE) motor in this chassis. After the motor was in, the Haltech PS2000 was wired by the client. It was fitted with some individual GM LS1 coils and a Haltech Wideband was also put into the mix to help speed the tune.
The truck was delivered to us and after many hours of trial and error in trying to get the right configurations to start the the engine and making sure the engine was in TDC and it had not jumped a tooth or something we managed to bring it to life. Even though we managed to start the engine it still had a noise of a miss and then the (passenger side) head started to show sign that a noise was emanating from that side.
We notified the client and he came and picked up the truck so we could take it to a Toyota specialist and have the motor diagnosed. After a few months elapsed the truck was coming back and the problem was found and rectified.
The problem ended up being the tensioner built into the exhaust cam having a bunch of slack.
Truck was brought back to now do the actual tuning on the Platinum Sport 2000, a little street tuning was done before it was loaded up on the rollers to get the final touches on the timing tables.
Tuning and test were mostly done in 3rd gear.
Best power ouput was 127whp or 142whp(dyno jet) on this set up.
Down the road a TRD Supercharger will be added to deliver more WTQ since this car is going to be living doing
much rock climbing duties.
Would like to thank Nick for trusting in our recommendations, calibration and engine management system to get his project off the ground.
Been talking to a friend of the shop #SuWorks for some time and he finally finished his 1 year build on this vehicle for a client of his. The FRS was fitted with many goodies so because of the forced induction kit that was added they needed some one to program this vehicle. We were recommended to get this vehicle started since it was fitted with some upgraded injectors and fuel pump so it needed a new calibration.
The FRS arrived by trailer and after a few things were buttoned up it was time to add the starting #ecutek ROM.
Needless to say after the correct configurations to the ROM was placed the car came to life. Short and Long term fuel trims were checked and they were +/- 5% as indicated.
Mods on the vehicle (which are many), but only going to put the pertinent ones:
Greddy Turbo Kit
DW 750cc injectors
DW 300c fuel pump
NST Pulley set
Hallman MBC
3″ exhaust
Wilwood BBK
6MT
Rocket Bunny body kit
Defi gauges and AEM wideband
To date we managed to make a power pull to see how the wastegate would react and we managed to make 7.5psi and power pulled to 227whp on 93 octane (stock on these vehicles are 150whp) AFRs were in the 11.1 range.
We were hoping to move the psi levels to 10psi but had a actuator issue that needs to be sorted out so till that is fixed we will update you guys in a few days.
Special thanks to #suworks and #turbonola for coming by hanging out with us and attend to any special needs to make sure that the calibration goes smooth.
5/20/2017
Got some pictures now that the FRS has been washed and was able to do some further tuning on the streets to get the AFRs exactly how I wanted them.
All I have to say is that I got a satisfied client once again. Here are the snaps form that day.
Had the pleasure to finally calibrate our first FRS with a Innovative supercharger. Car came in to see if we can safely extract more usable power out of the twin screw charger, since this car will be used for road circuit and AutoX duties on the weekends. Client was gracious enough to leave the car with us for a few days to slowly tweak all the parameters needed to make the gains.
Mods in the vehicle included:
Perrin intake
Innovative SC kit
Nameless Performance header & downpipe
Greddy Evo3 cat back exhaust
Manual transmission
Car arrived and we loaded it onto the dyno in order to get some baselines. After we were satisfied with the baseline we obtained we later proceeded to load a base ROM and start from scratch.
Tuning on the EcuTek was fairly straightforward as the critical tables were touched in order to reach the right AFRs and also the proper timing on the engine.
Red run was the baseline with the ROM from the Innovative kit.
Green run was after the calibration session
Blue was a final run to check once again any knock corrections and Dynamic Adv, Multiplier.
Ambient conditions during the tune – 80F, 31% hum. & 30.18 baro. Al runs were done in the 4th gear.
In conclusion we were very satisfied with the results and like to give special thanks to Shawn F. for the referral and Daniel for trusting in our tuning services.
