V2 Sti is .7 bar (10psi) stock (v2 sti closed deck engine ran 8.5:1 compression & td05).

V2 sti ecu boost cuts at 1.05 bar just like the RS ecu.

RA ran same engine & 13.5 psi.

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hmmm seems ive been misinformed then as i thought the v2 was 13.5 stock and the RA was 15.5 ~ 16psi stock, both running 380 injectors. was there a major difference in the timing and fuel maps between the sti and the sti RA, as i see youve owned one youd be the one to ask...

I didn't realize you were running a boost T in the standard units place.
Why bother removing all the fail safes for standard boost?
Cant be any benefit in doing it.

As for basic intake mods, as long as the MAF is reading the correct volume of air entering the engine and the fuel system can keep up, wont the standard ecu keep AFR's in check?

I haven't owned a V2 STI but I have owned an RS-RA Legacy.

Boost was low because they ran the bigger TD05 turbos.
v2 sti 260 HP (195kw).
v2 RA 275 Hp (205kw).
(at the flywheel)

You'd only need a small amount of additional boost to make that difference, the main changes between the two are the fact that the RA is basically a stripped out lightweight shell.

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cool, thanks man

In a word NO the stock ecu can't keep the afr's in check.

The ecu is programmed to use the maf signal output as the load reference for the fuel map. Changing the volume of the air column before the sensor and you run into issues where the ecu will swing lean or rich due to either laminar flow in the piping (why long CAI's cause lean out) or turbulent flow past the sensor (why pods mounted to the maf cause slightly richer afr's).

The above is why a MAP sensor is the better way of getting a load reference, MAF's can be fooled - MAP's can't.

The only other feedback the stock ecu has is the narrowband oxygen sensor which is only used for cruise mixture trimming for emission control & economy.

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Ahh, righto...
I knew turbulence would confuse a MAF but I thought a decent CAI would be MAF friendly. Search function here I come...
The long and short of it seems to be "your pushing your luck modifying a GC8 without some sort of tune ability".

Blindly modding any "stock" car not just a GC8 past anything other than cosmetics or such things as BOV's etc is a sure recipe for disaster. Sure one mod such as a silicone air intake or CAI by itself may be ok but start combining the effects of a few and that's where things can go real bad real quick. And bleed-valve boost controllers are a cheap, nasty and a hit & miss way of doing something that is so critical to the operation of your engine. Beats me why people will spend thousands on cosmetic mods but only spend the least amount possible of something so important....?

And don't even attempt to tune it yourself unless you have at the minimum a wide-band O2 sensor with logging capability, knock ears which can give you a bit of early warning in case of pings (even more important if you aren't using factory knock correction like some ecu's) and a fast response EGT sensor (not so important unless tuning for race conditions or where each cylinder is tuned independantly of each other). And even with all these things, if you don't know what you are doing then you can still damage your engine or at the least make it totally undriveable.

If you want cheap and easy kick-you-in-the-ass power then you can't go past nitrous injection. Done properly ie with the right precautions and with a sensible sized shot it's as safe as houses even on a stock motor

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an v2 sti ra delivered a bit more hp then the claimed 275, they also run closer to 16 psi, then they do to 13 psi, they will hit boost cut a little after 16 psi though (i think 1.1 bar).

compare a torque curve between them, the RA carried power for much longer into its range.

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Long live the WRC

Thanks Stace ^^

I haven't seen anything comparing the two and have only read the 'official' Subaru spec's.

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