Event: Dyno tune Car: 2005 WRX STi Tuner: BG @ BrenTuning Location: Sea Level Temperature: 26 degrees Dyno Info: Dyno Dynamics S/O Transmission: 6MT Gear: 4TH Peak HP: 420whp Peak Torque: 418wtq Baseline hp/tq for stock on same dyno: 245/245 05 STi Target Boost: 21psi Fuel: Sunoco 93oct
Engine/Power Modifications:
Drop in pistons otherwise stock 2005 WRX STi motor
DOM 3.0
Walbro 255/DW 850
Perrin FMIC
KS Tech 83mm
Full header back exhaust
Tial 44mm with 3 port EBCS
This beautiful 05 STI (White/Gold) showed up for a dyno tune as a referral of a great old friend and tuner himself. Excited as we have heard all the DOM3 buzz and wanted to see what it was all about.
This turbo reminds us of the HTA Green 8cm that we love so much. Spool was nearly identical as was the top end curve on the dyno. The 2.5XTR never could reach these power levels at the same boost which is why I always recommended the HTA Green. We stopped this tune at ~420 due to the stock rods and overall longevity. It had more in it with an aggressive tune for sure.
This customer came to us with a stage 2 custom file that was hitting boost cut due to boost creep in the 24psi range. After doing diagnostics and noticing even after bypassing the factory boost controller and still finding creep we advised to install a BrenTuning spec high flow cat in the exhaust system. This provided a tiny bit of backpressure enough to keep the boost creep at bay and allow full tuning of the MS6. We headed to the dyno and completed a very thorough dyno/street tune with no knock feedback.
Event: Dyno tune Car: 2012 WRX STi Tuner: BG @ BrenTuning Location: Sea Level Temperature: 37 degrees Dyno Info: Dyno Dynamics S/O Transmission: 6MT Gear: 4TH Peak HP: 225whp Peak Torque: 225wtq Baseline hp/tq for stock on same dyno: 225/225 Target Boost: 19psi to 14psi Fuel: Sunoco 93oct
Engine/Power Modifications:
BONE STOCK
BrenTuning Custom Dyno Tuned
This 2012 came to us from Manchester Subaru after a new purchase and wanting more power then his previous EVO X did for him. Immediately, he briefed me on a system too lean code the car was getting (stock + intake) which was surprising given the brand intake and their extensive testing. We baselined the car stock and midway through the pull the vehicle’s AFR would not unstick at 14.5-14.7 even far after the open to closed loop delay. We aborted the run and tested a tuned file, with far richer targets and no delay on the Open loop fuel map switchover. Same problem. Immediately we assumed fuel pump issues which are common the newer WRX’s, however we removed the intake for stock airbox and all was fixed.
On to the tuning side, we implemented our newest latest and greatest mapping for the 2012′s on this vehicle and spent extensive time dialing it in for safety and consistency. As you can see the car was a bit of an underachiever on it’s baseline (Lower then we normally see) but the overall gains are HUGE, considering all factory parts and winter 93 fuel. With our latest mapping we can carry the power out to 6200rpms without stressing the motor on the factory exhaust system.
Don’t forget to take advantage of our $50 off ALL STi February.
This car was a collaborated effort between Motive and BrenTuning. Stu’s car came to us twice before with bad results – once with a completely dead fuel pump, and the second time with a dry dipstick and had bearing rap. It was definitely time for a refresh of the motor so we helped Stu acquire all the best parts while on a moderate budget and using our favorite bolt on turbo – the HTA Green 8cm.
We were able to track down a few intercooler leaks pre-tune and found the intake it ran was not adequate so we had switched to an even bigger maf. After dialing in the injectors and part throttle and full throttle fuel the car really came alive. Above 22psi this car began to misfire and we found out from Motive that the plugs were gapped too large, so we capped boost below there. Above the 22psi range we found nearly 450whp (the same limit we found on the other HTA Green/built motor pump gas cars.) Stu will visit us again in the spring with a couple suggestions we noticed to turn up the wick some more. For those who went for a ride that day with Stu – as is this car moves!
The other day we had the pleasure of tuning two nearly identical (STG 2) 2002 WRX wagons. Both with 150k+ miles (testimony to the older stouter motors). The problem is most clients bring these cars in with a tired stock boost solenoid where 90% duty cycle (any higher can wear out solenoid sooner) yields a max of 14.8psi whenever it feels like it, with a hard taper up top. I try to explain this as being a important mod for stage 2 as these cars get older – along with a WALBRO 255 pump.Below shows the difference in powerband and torque curve with a stock solenoid car. Keep in mind 04-05 WRX’s are even worse and in most cases can only target 12-13 psi as they get older.
Wagon 1: Full catless TBE, stock solenoid @ 90%. 14.8 peak (4800) to 12psi taper.
No Solenoid, 90% stock solenoid, somewhat unsteady boost curve and lethargic part throttle driveability. This car was coincidentally stronger then the other car. Green BASELINE stock file.
Wagon 2: Full catless TBE, +Grimmspeed solenoid @ 17psi to 14psi taper 50%-65% up top wastegate.
Solenoid installed, flat boost curve, peak torque almost 1000rpms sooner, incredible difference in part throttle, spool, and off the line turbo response.Green BASELINE stock file.
We had the pleasure of tuning many HTA68 powered vehicles both 2.0L and 2.5L form. While there is alot of speculation about them making power or not we’ve had a large enough sample pool now to draw a conclusion here. One of the conclusions is they are starved through the 7CM housing. Most will attribute a larger exhaust housing to slower spool up – but in some cases that isn’t true. And a few vendors have proven this not to be true. We were lucky enough to test this theory.
So, I had some 7CM/8CM results from nearly identical cars from the same tuning day. Fuel/timing/avcs/boost strategies were identical as were modifications. Good news is we have an 8CM on it’s way for the 7CM owner. You will see why in a second:
Cons with 7CM: Unsteady boost curve (Seen by many tuners dyno graphs) and high backpressure in the higher rpms at the boost levels the turbo naturally produces with an MBC boost curve or a moderate EBCS tuning style. I have found by tapering the boost up top (16-17ish) instead of the natural 20 psi prevented alot of potential knock and kept the intercooler at bay during our external IAT testing (while not reducing any power.) Which is a clear cut case for mis-matched wheel / exhaust housing with excessive PR pressure. As far as tuning goes at about 5800-6000rpms, regardless of the boost and motor – the power would tank naturally no matter how different the tuning style.
Enter the 8CM: Totally manageable and predictable boost curve and less then 150rpm of spool MAX. In this case we are seeing gains everywhere and an extremely flat HP curve, all the way to redline. On the street is feels explosive to redline, similar to a TD06 20G 8CM. Full spool is seen at 3500. Peak power in this case is found at 6500.
7CM vs 8CM
Notice the average past 4600rpm 25whp and 25wtq to a staggering 40whp past 6500rpms. Same boost curve!
Final graph: (Dr dabbles)
We have achieved the N/A record again by a large margin with the addition of an MS Stage 2 intake system, new spark plugs, and a slight tune adjustment. Car made many 420whp+ passes. We backed this up with a customer car that was able to put down 417whp the same day, with the same modifications along with a more restrictive exhaust.
SPT intake
VF43 IHI turbo
Walbro 255
Stock STi TBE
STi uppipe
STi tmic
Any dyno operator dynoing a 4EAT transmission knows how hard it is to get a clean full throttle pass without kicking down into the gear below it. This transmission unlike the 5EAT isn’t manually selectable. You must drive the car in the correct gear and feather the car past 4000rpms then roll into the rpm’s slowly. If you could lock it up sooner you would see the massive torque converter spike we are accustom to seeing with Auto transmission subaru’s on the dyno.
This Forester is a great daily driver that is whisper quiet and packs a punch without compromising in driveability. Like most of the VFxx 4EAT 2.5L’s we’ve done – this car will break loose 265′s in 1st and into 2nd gear from a roll. Based on customer feedback even with a slow footbrake launch this setup is capable of very low 13′s @103-104 even with the 4EAT transmission.
Stock motor
TXS intake
Invidia TBE
TIAL 44mm EWG
Walbro 255
Problems: boost control in the midrange due to the EWG was a bit strange, customer was using a $20 MBC.
This is a great test on the same car with an addition of the same mods. With fuel targets the same and boost levels left the same, we are able to see the difference in this breathing modifications. There are benefits when properly tuned for – it can bring the top end power to HTA68/18G levels while still having the wondering 3000rpm full spool and not breaking the bank. Boost was left at 18psi peak to 14.5psi on the stage 2 IWG pulls, and 18psi peak to 16psi at redline. At this boost level towards redline you WILL max out the injectors even with a walbro 255, so your tuner will need to run a leaner afr strategy in the midrange to top end (and compensate timing etc) to keep duty cycle under 100% throughout the gears. If you wanted to hold more then 16psi up top (With using an EBC), you would need larger injectors. Best practice would be to use larger injectors 650+.
Note: If using an EWG, you need to either dump it to atmosphere (loud), or re-route down into the midpipe, if you dump it in like a divorced downpipe it will not make power or have great boost control.
Any questions – feel free to ask. We recommend the Grimmspeed EWG uppipe with a tial MVS 44mm with the 1 bar spring.
If you would like to purchase an EWG + tune combo contact us @ sales@brentuning.com
We recently got the please of testing our newest V2 file on a fresh 7000 mile 2010 135i M sport that arrived to us bone stock and very well maintained. In stock form the 135i is decently entertaining, sharp small car handling with a conservative 8psi N54 turbo motor and a quick shifting Step transmission it provides plenty for most drivers enjoyment. Knowing the potential of our previous customer’s N54 motors we read out the factory to prepare the our V2 file with revised fuel and boost control. With an extremely healthy baseline of 285WHP/285WTQ with the drop in filter we went to work on loading the file live on the dyno. With a super conservative 13.5Psi flash peak and 11.5 AFR we were able to click many 365+WHP pass with great consistency. On the street it is a furious traction limited 1 series with the reflash. 0 to 50 mph roll-ons consists of hard wheelspin with a power curve that no longer falls off but pulls straight to the raised rev limiter of 7100rpms. The Traction equipped DSC button will become your new friend. For more info on Stage 1, or Stage 2 high boost/off road files email sales@brentuning.com.
You will see why in a second:
