I'm out here right now getting ready to autocross. To bad about the breakage. Hell of a timeslip you got !
Nice work man, just broke into the 10's by the hair of your chin! Imagine if you had better axles and were able to to practice more launches... Probably even quicker. Nevertheless, congrats.
Put on a KillerB header last night! Unfortunately the custom EWG setup wouldn't clear my downpipe so we had to improvise an EWG block off plate. I'll have to put on a different downpipe to make it fit.
Quick speedo video with the KillerB header that I put on over the weekend. 50-100mph time on this is just under 4.3 seconds. I was in the 4.6 to 4.7s range prior. *Stock photo from RSD. Mine is actually a standard one with a custom EWG flange and dump.
Wow that's a pretty significant difference! So going from a 4-2-1 to a 4-1, and it looks like the Killer B downstream tubing is larger as well? Did you do any virtual dynos to see if you lost much power/torque down low, or did you notice any just from driving feel? Not that you'd probably care much, for this car
I haven't done a Virtual Dyno, but it feels stronger in the low/mid range. Sometimes this doesn't show up well on dyno plots though, since it can be more related to response vs. boost threshold on a WOT pull.
Well, the pictures are just taken from RallySportDirect, so it's not really that shiny. You can see my actual header in the camera phone pic above.
Full list of updates from last week/weekend: 9/17 (Wed): Installed KillerB Header and uppipe w/custom EWG setup. EWG wouldn't clear downpipe so a DIY EWG block off plate was installed. Car was driven with with care taken not to overboost. 9/18 (Thurs): Swapped downpipe for an HKS flat plate downpipe. Very easy to work on, easy access to bolts. Fits perfectly with EWG setup. Cheap. Highly recommended for anyone with an EWG (bellmouth or divorced is not needed). 9/19 (Fri): Wired in a serial cable for logging my AEM wideband. Tuned with Nuke. Smoothed out AFR's. Car is still hesitating in the 3,500-4,000 rpm range. This has been an ongoing issue for months. Have tried many things (plugs, coil packs, exhaust leaks, injectors, fuel filter, etc, etc), but nothing has worked so far. 9/20 (Sat): Shot a wedding. Didn't work on car 9/21 (Sun): Swapped fuel rails. Car had 08 STI stock rails installed and the GR STI's have a known "stumble" issue. Put the stock 02 WRX rails back on. This smoothed out a small fueling annomoly in the 2,500 rpm range (normal stumble range), but the bigger hesitation close to 4,000 rpm was unchanged. 9/22 (Mon): Actually late Sunday night, but it was well after midnight at this point. Swapped the cam position sensor and the hesitation is completely gone. My car uses the Cosworth cam sensor bracket, so I'm not sure if it was a bad sensor or just bad placement with the bracket (known issue). I'll keep an eye on it in the future and shim it if necessary. As always, big thanks to Nuke and the rest of the NF guys for all the help (and for use of the lift!). The car is running great and I'm looking forward to the dyno day at RS Motors. Any guesses what I'll make?
A couple new things from last night. COBB AccessPort V3 AccessPort installed and OEM 04 Tail Lights Daytime Shot of the 04 Tail Lights EDIT: Before and After
Tail lights are nice upgrade.. Did u need a new bumper to fit the 04-05 tail lights? Or just bolt on?
Was tuned on Carberry. AccessPort has live tuning. Much easier/quicker. It's nice to have 6 live gauges and easy logging as well. I like it. Direct bolt on. Most of the bulbs were dead though! Got them all working except the reverse lights.
I had my car dyno'd at the MNSubaru 10 Year Anniversary Meet and Dyno Day held at RS Motors on Saturday. The car made 457WHP/ 422WTQ on a Mustang Dyno (for reference the car ran 10.9s @ 126mph the last time at the track). Here's a larger version of the plot: RS was nice enough to log the pulls on my AccessPort, so here's a Virtual Dyno comparison just for fun. I have the weight set to 3500lbs and the calibration set to "Mustang" and the numbers are pretty close. Change the calibration to "Dynojet" (what I normally use) and the numbers go to 525WHP. Compare that to my most recent road log and it reads 525WHP with the weight set to 3300lbs. Typically I've just been using the default 07 STI profile (same chassis and gearing as my car, but higher weight) and that makes it read 561WHP. No real point to all this, other than to show that dyno numbers (especially Virtual Dyno) can be manipulated considerably. But if you do have the correct inputs, the numbers can be very close and the curves look quite similar to on an actual dyno. The only thing I think I really need to take away from this is that the 3300lbs (3100lb car + 200lb driver) is likely going to be better than the 3550lb (3350lb car + 200lb driver) that I had been using in the past. The car was under 3000lbs on the scale at the track but that was with floor mats out, no tools, glove box and center console cleared out, no Recaro baby seat, etc. Around 3100lbs on the street is probably pretty close.
I like how you can see air shoot out of the BOV when he lifts Did you notice the charge pipe out of the turbo moving up? Looks like the silicone connecting pipes want to straighten out under the pressure or something
I did notice the BOV, but I didn't see the other pipes moving around. Probably explains why I was blowing off IC pipes the first time at BIR. I now have longer couplers that allow some movement and I haven't had any more pop off.
If necessary you might be able to add a slightly-loose restraining strap around the charge pipe, tied to an engine hard point, to bear most of the load instead of the coupler clamps taking it? Do you think you would benefit from a air filter divider / airbox ?
To expand on this, the issue is that the FMIC core is still bolted to the chassis. So as the engine moves on the mounts it will pull the pipes even more. That was the issue I had before. It wasn't that the pipe was just pushing away from the motor due to internal pressure, it was on hard shifts the motor would rock and pull the pipe right out of the coupler. The longer couplers (2 hump couplers and 1 long 45° coupler) allow for a lot more pipe movement, which is a good thing in terms of keeping the pipes in the couplers.
Snow tires (on stock wheels) are on. Car can spin the snow tires a bit, but not too bad. From certain angles it looks a lot like a stock 2.5RS
I had Fobia modify my KillerB header, and I just got it back last night. Here are some pictures. Before/After: Full Kit: Downpipe and EWG Dumps: Header: Details: Wastegate Installed:
Cool!! I assume Having the wastegate down there makes boost control much better? That shallow angle and long runner to the wastegate should cut down on any turbulence. You are going rotated now? Have you decided on a turbo?
No it looks like its still on the passenger side but looks like it will be all v-band and positioned near the fog light like Fobia is known for. I am excited to see the plan. I still want to know what turbo you are going with Ben, but from past experience we are going to have to wait to find out
Yes! Fog light mount. It's the passenger side fog light though. Moving the wastegate is just a byproduct of moving the turbo. There's no more "uppipe" for it to be on. The shallow angle of the gate dump looks like it should be great for controlling boost though. Here's a picture of the turbo.
Which turbo is that? 55/57 or goin big 62/66?? Just rode in my buddy's STi with the 62/66 on it, monster is all I can say... 630 whp and spool is about the same as VF39...
