STi: TEC TD06H-50 trim = 394whp / 417wtq

[davidm_sh]

First off thanks to Bill @ I-Speed for getting a group rate/tuning session lined up for the mountain states and thanks to TEC for building the turbo.

MODS:
-TEC TD06H-To4E50trim (7cm^2 exhaust housing and TD06 compressor housing) water and oil-cooled.
-APS 3" catless TBE
-Tial 38MM external wastegate plumbed back into the downpipe with 7psi spring
-PERRIN turbo inlet tube + samco accordian piece + K&N drop-in
-NISMO 720cc drop-in side feed injectors + GSS342
-AVC-R for boost control

DYNO RESULTS:
-394whp / 417wtq - corrected (65F ambient temp, 24.40in-Hg, 6% humidity, SAE 1.22)
-323whp / 341wtq - uncorrected (same conditions)

This tune was done on 91 octane gas, stock TMIC, ~5500ft asl, on a dynojet dyno where stock STis dyno at (214-230whp -> 222whp average).

The corrected dyno can be seen at i-speeds website:
http://www.i-speed.us/gallery/subaru_13.shtml

both corrected and uncorrected can be seen here:
http://www.geocities.com/davidm_sh/

The lower blue line is a baseline pull with about 14.2psi peak boost pressure. The higher dyno was with a peak boost of 21psi tapering down to 19psi by redline (relative boost level). AFRs were conservative in the very low 11.x:1 range (11.3-11.0 range). No knock was detected throughout all the dyno tuning as well. The stock air box was used and the MAX MAF signal measured was 287g/sec with the IDC around 76% at that time.

Next up will be to see what 1/4 mile times this will bring this year in a car that weighs ~3500lbs with gas/driver/street trim at Bandimere :).

[STIBungy]

Good numbers. MAC is now I-speed?

[davidm_sh]

No sorry I should have been more clear. I-Speed is a California tuner who came out for a week to tune for a bunch of subies at MAC last week.

[STIBungy]

1/4 time predictions? Low 12s?

[Zach]

black on black wheels, sick as hell man

[davidm_sh]

1/4 time predictions? Low 12s?

Not quite with my fat arse ... 3500lbs :). I would be extatic if I could hit a 110mph trap on pump gas (93 octane). Maybe mid 12s... now put ScubaSteve behind the wheel [heh].

[sbiggi]

Either the 50 trim is still way small for the 2.5L.... or your car cant breath, cause that tq curve falls off hard.

I expect similar numbers out of my 2.0l with the 50 trim at a little more boost, either way good numbers.

[Dave_L]

Nice!

[951porsche]

nice #'s dave! :)

[davidm_sh]

Either the 50 trim is still way small for the 2.5L.... or your car cant breath, cause that tq curve falls off hard.

I expect similar numbers out of my 2.0l with the 50 trim at a little more boost, either way good numbers.

Yah I think the problem is that the exhaust side is getting choked up. Even with the larger 06H Mitsu exhaust wheel it is crammed into a small 7cm exhaust housing. I have read from a couple of sources that the 7cm is equivalent to a 0.59A/R. The exhaust wheel is literally maxing out the exhaust housing. So in the upper rpm range EGBP rises = VE falls = torque falls off.

I am also dropping from 21psi down to about 19psi which accounts for maybe 30-40ft lbs loss but not the 100-120ft I am seeing.

From what I have seen this is about as good as it gets if you want to stay with a turbo that will bolt-on in the stock turbo location.

[sbiggi]

((CM x 8) - 7) / 100 = a/r ratio

7cm2 = .49 a/r.... so yeah, no doubt its chocking the top end

[LeonZ]

Nice. I thought your car was going to remain stock when you got it. Am I wrong? :D

[blue]

i like that dyno sheet...stay pretty straight from 3500 to 6500 !!!!!!!!! :0

[davidm_sh]

2fastNturn - cool formula... I was wrong 0.49... smaller then I wanted to remember [heh].

LeonZ - what can I say... I am weak [heh].

[951porsche]

i like that dyno sheet...stay pretty straight from 3500 to 6500 !!!!!!!!! :0


I think you may be a little confused, his Tq is falling off like mad and his HP curve is flattening out and over, which is far from ideal. Ideally he would probably like a nice plateau for tq with a ramp for hp.

I have a feeling those huge pots somewhat hinder high RPM performance. which means you're going to have a hard time no matter what you do to get high end power above 6k. Thats just my opinion from owning a 2.5liter four banger. How good are the stock cams David, because my honest guess is that the engine is having trouble breathing up top not because of EGBP but becuase the cam grind was designed more for low end. Just my 2 cents.. If I had an STi i think i'd personally be shooting to get has much Tq as possible downlow (like 3krpm) and just holding it with a falloff from 5700rpm...

[powder311]

sounds burly.. nice man!

[davidm_sh]

I think you may be a little confused, his Tq is falling off like mad and his HP curve is flattening out and over, which is far from ideal. Ideally he would probably like a nice plateau for tq with a ramp for hp.

I have a feeling those huge pots somewhat hinder high RPM performance. which means you're going to have a hard time no matter what you do to get high end power above 6k. Thats just my opinion from owning a 2.5liter four banger. How good are the stock cams David, because my honest guess is that the engine is having trouble breathing up top not because of EGBP but becuase the cam grind was designed more for low end. Just my 2 cents.. If I had an STi i think i'd personally be shooting to get has much Tq as possible downlow (like 3krpm) and just holding it with a falloff from 5700rpm...

Yah your right Pete... peaky torque curve and flat hp curve is the oppositte of ideal [heh], but somehting Suby owners have come to accept I guess. I think you are also a bit right about the cams/heads. I honestly don't know the exact details but I know the cams are optimized for a bit more low end grunt with no overlap. I have heard that the STi Spec C Type RA heads/cams are a bit more aggressive but we don't get those on our cars over here in the US.

Scuba Steve has clearly demonstrated the power delivery goal you described. BIG torque in the midrange with shift points in the high 5000 rpm range. It was pretty obvious on the dyno as well. When we went form 18psi (18psi peak to 17psi by redline = fairly flat torque curve) to 21psi peak the midrange torque just jumped tremendously with close to the same torque by redline. I could have gotten an easy 30-40ftlbs more torque in the midrange but I like to try to stay semi-close to a ever-climbing power band... even though it is hard in this car [heh].

Even though the torque does fall off towards redline it is not quite as bad as the 05H-18G was. We will see what happens at the 1/4 mile track I guess.

[Skaterkid]

I'd think it'd be a bit easier to get big power out of a Subie engine at high rpm given the proper valve/head combo. Ultra short stroke so your piston speeds are never going out of control, and I think it has a decent enough rod ratio to help. The hard part is keeping the flame front lit over those huge bores.

[proxlamus©]

holy freakn crap :)

Very nice

[sbiggi]

Yah your right Pete... peaky torque curve and flat hp curve is the oppositte of ideal [heh], but somehting Suby owners have come to accept I guess. I think you are also a bit right about the cams/heads. I honestly don't know the exact details but I know the cams are optimized for a bit more low end grunt with no overlap. I have heard that the STi Spec C Type RA heads/cams are a bit more aggressive but we don't get those on our cars over here in the US.

Scuba Steve has clearly demonstrated the power delivery goal you described. BIG torque in the midrange with shift points in the high 5000 rpm range. It was pretty obvious on the dyno as well. When we went form 18psi (18psi peak to 17psi by redline = fairly flat torque curve) to 21psi peak the midrange torque just jumped tremendously with close to the same torque by redline. I could have gotten an easy 30-40ftlbs more torque in the midrange but I like to try to stay semi-close to a ever-climbing power band... even though it is hard in this car [heh].

Even though the torque does fall off towards redline it is not quite as bad as the 05H-18G was. We will see what happens at the 1/4 mile track I guess.

I was looking at graphs for the 18g and FP Green (also a 50 trim) and they all tank hard just like yours. Looks like the cams arent good high high rpm boost. I havent seen any dynos of Subies with cams yet though.

[STIBungy]

David, how easy was the ecutek to install in the car? Is it fairly use friendly in terms in self-tuning and loading base maps? For a while, I 've been considering going utec but a friend of mine owns and shop that deals with ecutek and has offered me one for dirt cheap.

[davidm_sh]

David, how easy was the ecutek to install in the car? Is it fairly use friendly in terms in self-tuning and loading base maps? For a while, I 've been considering going utec but a friend of mine owns and shop that deals with ecutek and has offered me one for dirt cheap.

As of right now the ECUTek is not a end-user adjustable/installable solution. You have to have an authorized tuner/distributer reflash your car. Once that is done you can make some broad changes via DeltaDash to timing/fuel/boost but those are like +/-1 degree EVERYWHERE type of adjustments.

I have heard rumors that ECUTek is going to release a user-tunable version of it's software though. I think it is being brought upon by Cobb's AccessTuner release next month personally.

But in terms of tuning it it probably offers the most options (multple timing maps - base/knock correction, fuel, boost, and MANY other parameters) to adjust thus also adding to the complexity and increasing the difficulty to learn it. I went with the reflash because I didn't want to have to tune my car again (WRX I tuned out a LINK and then the UTEC).

[davidm_sh]

I was looking at graphs for the 18g and FP Green (also a 50 trim) and they all tank hard just like yours. Looks like the cams arent good high high rpm boost. I havent seen any dynos of Subies with cams yet though.

Yah it's a combination of the cams and the heads I believe. I have heard rumors from some Australian tuners that the USDM STi heads are actually pretty good in terms of flow but still not as good as the Type RA Spec C heads and cams. I know on those J-Spec heads/cams the stock redline is 8000rpm and is regularly extended to 8500rpm on the stock valvetrain by tuners.

[B16crxTurbo]

I don't know too much about the Subies, but is it possible to get cam gears and creat some minor overlap by adjusting the timing on the gears? I would think you could bring that torque curve up a bit towards the top if it's possible.

[saabracr]

~.49 turbine A/R :eek:

My stock turbo is a Garrett T3 with .48 A/R hot. You don't find to many of them in junkyards without cracks in the turbine housing, even with stock bbost levels. Sounds like you are really pushing that thing. Thats the sort of graph us Saab guys (excepting Nick McMahan of course) are seeing. Its nice around town to have that much torque though.

Have fun,
Andy

[davidm_sh]

I don't know too much about the Subies, but is it possible to get cam gears and creat some minor overlap by adjusting the timing on the gears? I would think you could bring that torque curve up a bit towards the top if it's possible.

Yah that's not a bad idea really. I honestly don't know how much it would help though since EGBP might be one of the factors working against us already (letting more potential dense pressure get between the exhaust ports and turbine).

Trust me if I could I would run a larger turbine housing. A local guy here Mark Ramirez with a 2.5L STi shortblock in his RS turboed with a 60-1 turbo noticed pretty dramatic hp increases by increasing turbine housings. Going from a 0.48 - 0.67 - 0.82 he noticed a total whp gain of about 50-60whp going from the smallest to largest with only about 400rpm or so of increased lag. Unfortunately this is a price us Suby owners must pay if we want a stock location "bolt-on" turbo :(. But don't get me wrong it's still fun :).