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LittleBlueGT

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About LittleBlueGT

  • Birthday 04/21/1975

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  • Location
    Winnipeg
  • Car
    05 Atlantic Blue non-limited GT MT
  • Interests
    Reefing, 4-door "sports cars"
  • Occupation
    ATC

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  • User Title
    RS4 killer

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  1. I actually agree with you, but didn't want to make a long post out of it. At anyrate. IME the biggest difference with the dual AVCS is the better boost threshold. I do agree that top-end in some set-ups can be helped a little bit, but not by a lot.
  2. The dual AVCS for the most part only helps with low-end power, anything above 3500 rpm and it is pretty much a wash. Look at the WRX with a VF52 vs an 08+ STI, both stage2, they are both very close to each other.
  3. What temp was the STI run done at? What temp was your run done at? What was the ambient pressure and humidity difference between the two runs?
  4. I don't know of anyone who has done a dual AVCS swap to a Suby that originally came with single AVCS. I am sure it is very possible, but if it were feasible (mostly $$) then I imagine we would see it more.
  5. 08+ STI has variable valve timing on the exhaust and intake side. Your car just has it on the intake side. While technically possible to retro-fit into your car it would be cost prohibited. (new ECU, wiring, cylinder heads, other hard-ware; I guess that it would cost about $7000)
  6. Love to see graphs. Also, is the whistling coming from the integrated BPV? Jeff from Perrin performance said this was sometimes an issue, and he drilled out the comp housing to solve that. Any more details on the whistling would be appreciated.
  7. Car only has 1500 miles on it. So, yes. I drove 1000 miles on it completely stock (power-wise, which sucked) and then had the dealership do a comp/leak-down test, which came back stellar. Now just stage1 (doing per gear timing/power). I plan to target 21-22 psi tapering to 19-19.5. I expect to see about 370 whp on the airboy with this set-up on my E10 94 gas, in 60-70F temps. That should be good 400 dynojet whp. Or at least I hope. Just trying to keep things simple. If I find it isn't enough I may go alky kit, but that is about it. I know I could push things to 26/27 tapering to 22/23 and make more, but then I think I will be pushing the stock block too much. Nice thing about I-drive is I can have I set at WG spring value (15 psi) S set to my targets above, then maybe do S# a little higher. On a road-course it will just be S, but sometimes the odd pull with a bit more torque is nice. I expect to not push things near as much as I did with my other set-ups, so I do plan on the stock block lasting me a long time. I just don't have the time to mess with things too much, so I need to keep it conservative.
  8. These pics are from my actual manifold: http://www.full-race.com/store/images/full/subaru-wrx-sti-ej20-ej25-prostock-2-bolt-1-5scroll-lower-turbo-manifold-content-10.jpg http://www.full-race.com/store/images/full/subaru-wrx-sti-ej20-ej25-prostock-2-bolt-1-5scroll-lower-turbo-manifold-content-13.jpg http://www.full-race.com/store/images/full/subaru-wrx-sti-ej20-ej25-prostock-2-bolt-1-5scroll-lower-turbo-manifold-content-12.jpg I am the first to have a bung put in the manifold. I will likely run the stock O2 sensor in the DP, but now I have the option. (I can also use that option to run an EGT sensor too) I guess I have three O2 bungs, two in the DP (one for stock one for WB, and one in the manifold).
  9. Been driving a minivan for 2 years. Just got the suspension pretty much wrapped up on a 2013 STI (didn't get a GTR, not cause of money, but because it didn't work for my life). I have a FR 6758 kit sitting at a parcel warehouse just south of the 49th. I plan to get it in 2 weeks. My set-up will be fairly simple, but effective I hope: -pump gas -ID1000s -DW pump -Perrin inlet -AP ATR -FR 6758 kit w/ their not really 1.5 scroll header (just like a Perrin header, but thicker) c/w HFC (heat-coated and wrapped) -Maddad Whisper CBE -KStech 73mm CAI And I think that is it: -stock TMIC -still have TGVs I kinda think that the 6758 will spool just as good as a VF52 (for you LGT guys). Perrin's test seemed to indicate that, and there was probably an issue with the TGVs, but maybe not. At any rate, even if it spools slightly slower then a VF__ I think it might actually feel better. What? Let me explain. Just because on a long run in 3rd gear XX turbo reaches XX boost at XXXX rpm, doesn't take into account the turbos rotating assembly's mass. With the EFRs much lighter turbine wheel, it should react faster. This may mean that in 2nd gear or 1st it reaches XX boost faster then a VF__. IDK for sure. It may also mean that it responds faster, so you are in traffic at 25 mph in 2nd then go WOT, maybe it will react faster then a VF__. Hard to say for sure, but I intend to display all results. I have a local with essentially the same car (stock turbo, headers, CBE, stage2.....) and we will do back-to-back road logs, same day, same weight, same gas, same tuner, (me) etc...... If the 6758 spools the same, I will show that. If it spools 200 rpm slower in 3rd gear, but yet feels better. I intend to figure out a way to consistently log that and show why.
  10. Interesting, I haven't been tuning a lot lately due to building a house (and a really really nice garage). But I may have a new STI on order by the winter.
  11. Interesting about the target boost value. That being said, I don't think Bill has ever written anything like that in his ECU analysis area in RR. Although I do learn new things everyday. FWIW everytime I have seen FLKC go up, it was evidence by an increase in knock sum. Also, if you raise the load value for IAM evaluation, you don't stop the ECU from reacting, you just stop it from using IAM as a way to react, it can still use FBKC or FLKC.
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