308HP from a 2.5 litre?

Isn't the motor heavily taxed at that power level?

It won't be evading destruction for very long I'd imagine.

[QUOTE=BALISTC;733021]It won't be evading destruction for very long I'd imagine.[/QUOTE]

20psi on an ej255?
Keen to see AFR's on these 300hp 2.5L tunes

Point was acknowledged during the tune.

Max torque was achieved at less than 1.3bar at 4250RPM (yellow line) and quickly pulling boost and timing off from there to the end, ensures better engine life.

[QUOTE=BALISTC;733021]308HP from a 2.5 litre?

Isn't the motor heavily taxed at that power level?

It won't be evading destruction for very long I'd imagine.[/QUOTE]

Take the attention off max boost of 1.38bar for a while and look at the overall yellow boost curve and not the blue. Edit: Boost was maxed at less than 1.3bar-- refer yellow line.

Max boost was 1.28bar at 4250rpm and boost was dumped to 1.1bar by 6400rpm. Engine was running sweet.

AFRs were kept less than 11.2. Warick has found the sweet spot for the EJs over the last few tunes and will like to keep it at that, without causing damage to the engines.

[QUOTE=TROLLEY;733023]20psi on an ej255?
Keen to see AFR's on these 300hp 2.5L tunes[/QUOTE]

Ummmm.... Thats a 06 sg9 :p not 05

Extremely impressed with the tune on my my06 xt power comes on so smoothly and pulls extremely hard . Thanks again :) will definitely be back

Thank you P.WRX for your continual support.

Evolution R will now offer you a tune with 2 boost settings. The flash tune for the GD, GG, GH, GR, GV WRX/STi will be set for advanced boost to produce more power and response, and lower boost for daily driving, which will be also tuned for good response.

This package price is $1100 for P.WRX members. It includes the following:

1) Blitz SBC ID Spec R Dual Solenoid electronic boost controller installed and tuned for 2 boost settings. RRP $799.
2) Full ecu flash tune to suit 2 boost settings- high boost and low boost.

Advantages of this setup:
1) Lower boost for daily driving, which the ecu is tuned to suit.
2) higher boost for good power when u need it for track or performance use. The flash tune will also be done to suit this.
3) the Blitz SBC ID Spec R is a top of the range electronic boost controller and has dual boost solenoids for extremely accurate boost control. This dual solenoids setup is more advanced than the traditional Mac valve setup.
4) Digital boost meter included in the Blitz unit.

[IMG]http://i1111.photobucket.com/albums/h468/maoevor/5257e4c70d8663d52d7af2567ae7cc4c.jpg[/IMG]
[IMG]http://i1111.photobucket.com/albums/h468/maoevor/cbf7ecc1b7ed9cef99d9985e47d96324.jpg[/IMG]
[IMG]http://i1111.photobucket.com/albums/h468/maoevor/a0916a97d4fc0d2fdffe7d8a56b9ba08.jpg[/IMG]

Features of Blitz SBC ID Spec R:
The SBC i-D (Sequential Boost Controller i-D) is one of the most accurate elctonic boost controllers in the market. This unique boost controller represents the cutting edge in boost controller technology. The SBC i-D features the same dual solenoid design as the DSBC for maximum boost response and the capability to hold up to 36.75psi (2.5 bar).

Twin Solenoid configuration for the ultimate in boost control.
The SBC i-D is 1/2 din size and it is compatible with internal actuators and external wastegates.
Boost can be displayed in standard and metric measurements (PSI, bar, kPa, and kg/cm2) in digital and graphical form.
Peak Hold - SBC i-D can record the highest boost achieved by the vehicle.
Boost Warning and Limiter
Manual or Automatic boost setting - The SBC i-D allows the user the choose how the boost is set.

Screen Display
Display - The SBC i-D can display up to 6 different vehicle reading.
Boost - Digital and Graph Form
OPT1/SPEED - (Power Meter i-D required to display speed) - Digital and Graphic form.
OPT2/POWER - (Power Meter i-D required to display power) - Digital and Graphic form.
DATA 1/2/3 - (SBC Optional Harness required) - Digital and Graphic form.
OPT2/POWER - (Power Meter i-D required to display power) - Digital and Graphic form.

Yesterday's tune on AARH SPEC's MY12/13 STi. Ecu on these newer models are very different. The factory settings will cause the AFRs to lean out with just an exhaust upgrade, so a tune is required.

Mods on AARH SPEC included full XForce TBE and Process West CAI.

[IMG]http://i1111.photobucket.com/albums/h468/maoevor/e0619a236418bf3f2b8b4bf98bd4b631.jpg[/IMG]

Tune yielded 304.3hp and 464.7Nm. Boost was maxed at 1.44bar@4750rpm and tapered down to 1 bar@6400rpm
[IMG]http://i1111.photobucket.com/albums/h468/maoevor/260e249bca4f69596dcf089b0c045f0a.jpg[/IMG]

Mao in regards with above tune. Wouldnt it be more efficient to lower the max boost, and reduce the amount of boost taper so he could see better boost preformance overall at high rpm? Or is the boost taper out of your control?

Hi Tony, how are you?

Not sure I quite understand your point, but will input accordingly.

In this case, the tiny factory air pump system is already maxed up and is running out of puff towards the top end, so there is no need to reduce boost in this case.

Tapering off towards the higher rpm will reduce torque but on the safe side (bear in mind this is a brand spanking new STi), produce less strain on engine and driveline.

In regards to holding boost well, I would choose to upgrade the turbine like the TD06SL2 on XT43's WRX and hold it strong at 1.4 bar. But this will be my standpoint if it were my own vehicle. But from a business point of view, especially when it is a brand spanking new STi with an awesome owner who uses it as a daily, we choose to go on the safe side.

Edit: In regards to part of your question, reducing the boost to get a flatter boost curve will not see better performance. With correct AFRs, less boost less power and torque.





[QUOTE=Tony;741866]Mao in regards with above tune. Wouldnt it be more efficient to lower the max boost, and reduce the amount of boost taper so he could see better boost preformance overall at high rpm? Or is the boost taper out of your control?[/QUOTE]