February 17, 2010
This is a full 3″ 304 stainless steel exhaust we developed for the 08+ STi. The system starts with a modified COBB downpipe. Some of the highlights of the system include full v-band connections rather than traditional 2 or 3-bolt flanges. The v-bands allow for easy connect/disconnect of the exhaust components. In between the downpipe and mid-pipe there is a high flow metal core catalytic converter than can be swapped with a race/test pipe for trips to the track. The muffler features a centered inlet and exits into quad tips.
We tested a bone stock 08 STi on our AWD DynoJet, then installed our exhaust and tested it again. Simply installing our exhaust yielded an increase of 30whp and 2 ft. lbs. There was no tuning done to obtain these results, it was simply unbolt the stock exhaust, and install our exhaust.
August 24, 2009
The owner of this ’08 STi had his original motor let go on him while at the track. As a racing enthusiast, rather than going back to the dealership and trying to get the motor covered under warranty he decided to step up his game and take this car to the next level.
The stock block was tossed in favor of a Raw Performance Street Series Block. The Street Series Block includes forged CP Pistons with high performance rings, STi forged rods, and a STi forged crankshaft. The forged pistons in this block offer greater strength than the original cast pistons the STi comes equipped with. The new motor was assembled using stock heads for now, although our customer is probably going to have some head work done in the future.
The owner of the vehicle chose to run the P&L rotated mount turbo kit. At the heart of this kit is a GT35r with an .82 a/r hot side housing. Due to the larger turbo, the stock top mount was replaced with a larger TurboXS unit. Some of the additional supporting mods include upgrading to a TiAL 44mm wastegate, HKS SSQV blow off valve, Deatsch Werks 850cc injectors, a Walbro 255lph fuel pump, Perrin equal length manifold, a custom oil catch can, and a South Bend FE Series clutch.
The car put down 388whp on our dyno running 93 octane. (Dyno Chart coming soon!)
July 30, 2009
This 05 STi has a fair amount of work done and is a pretty quick car. Some of the highlights are listed below.
GT30R .82 turbo
100% H2O Injection
Forged Weisco Pistons
Modified STi Crank
New Bearings
816cc Modified Injectors
255lph Walboro Fuel Pump
Full Exhaust
ACT Clutch and Flywheel
Perrin Fuel Rails
Aeromotive Fuel Pressure Regulator
Tuned with Ecutek and UTEC management
Tune was with unleaded 100 octane fuel per request of the customer
July 22, 2009
This 07 STi came into the shop down on power and knock prone. After some diagnosis we discovered the intercooler had quite a bit of oil inside of it. Finding a large amount of oil in the intercooler was a pretty good indicator that oil was most likely making its way into the combustion chambers. When oil gets on top of the pistons in an engine it will hinder combustion efficiency, causing knock, which is very damaging to the engine. The oil gets there by way of the PCV system (Positive Crankcase Ventilation System), which carries a mixture of air and oil vapors.
By installing an oil separator, or a catch can, the lines from the PCV system are run into and out of a tank or can that usually contains a baffle inside. When the air and oil mixture hits the baffle the oil is separated from the mixture. The difference between the oil separator and the catch can is that an air oil separator drains back to the oil pan. A catch can, just as the name describes, acts as a can that collects the oil, meaning it will periodically need to be emptied.
The dyno chart below illustrates how much power can be gained with the installation of a high quality air oil separator or catch can when there is an excessive amount of oil in the PCV system.
Run 12 is the car after the stage 2 tune was finished. Run 1 is the same exact tune as run 12 except the oil has been cleaned out of the intercooler and a Crawford Air Oil Separator was installed. In this case the owner picked up 26.5 hp and 8 ft. lbs torque at the wheels.
July 20, 2009
Here we have a typical stage 2 Legacy GT. The modifications on this car include a COBB downpipe with a cat and the neckdown removed, an SPT intake, the car was tuned with a COBB AccessPORT, tuned at 16.5 psi.
One of the questions we are often asked is if it is worth getting your car Pro Tuned or if the Off-the-Shelf maps provided by COBB will get you the same power.
COBB’s base maps are a nice improvement over stock, however one of the limitations of the base maps is that they have to be compliant for all 50 states, all the various fuel formulations found through out the country, etc. Basically what this means is that COBB’s base maps, although they do provide power levels above the stock output of your car leave something on the table.
To try and show what kind of power is left on the table, on this dyno chart we are showing a comparison between a Verocious Pro Tune, and a COBB base map. The black run is the Verocious Pro Tune, and the red run is the COBB base map that comes with the AccessPORT. Andy made more than 25 whp and 30 ft. lbs. over the COBB base map with this car.
July 17, 2009
Here we had commonly set up “stage 2″ 2008 STi on the dyno. Modifications include a catted turbo-back exhaust, short ram intake, Walboro fuel pump, and it was tuned with Cobb Accessport V2 by our tuner Andy.
June 19, 2009
Baseline pull from a stock 2.5L WRX, theses numbers are typically what you’d see for any 2.5L WRX without modifications on our DynoJet.
Baseline pull from a stock 2.0L WRX, theses numbers are typically what you’d see for any 2.0L WRX without modifications on our DynoJet.
June 17, 2009
Baseline pull from a stock 2006 Subaru STi, theses numbers are typically what you’d see for any year STi without modifications on our DynoJet.
May 26, 2009
We had a client with a bone stock 2006 WRX come in for a base line. He told us he had something he wanted to try out, and we said great. So he did his mod, not telling us what it was and we put the car back on the dyno a week later. As you can see from the graph, just the extrudehoned intake manifold was worth a peak whp of 16, and peak wheel torque of about 8. But aside from peak numbers, the area under the curve has increased dramatically. Power deltas across the rpm range have increased as much as 20whp and torque at certain points. I think it is safe to say that the ported intake manifold is worth a solid 5-10% increase in power.
Red Run number 2- Bone stock 2006 WRX
Green Run number 2- Same car but with only the extrude honed manifold
Black Run number 8-Same car tuned at 16psi.
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