Practical Standalone Tuning: Introduction
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Introduction
03.56
| 00:00 | - In this worked example, we're going to be following through the HPA 10 step tuning process being applied on this version 11 Subaru STi fitted with an Ecumaster EMU Black ECU. |
| 00:12 | In this introduction we're just going to give you a little information about the car itself as well as some of the implications of what we've done to get the Ecumaster ECU in here and controlling the engine. |
| 00:24 | The car is a Japanese domestic model car and this does mean there are a few variations between this and the US domestic market and Australian domestic market variants. |
| 00:34 | In particular the engine is a two litre EJ series. |
| 00:38 | It's also fitted with quad variable cam control. |
| 00:41 | This in particular does cause a little bit of trouble for us with the Ecumaster example given that the Ecumaster can only control two variable cams. |
| 00:51 | For this reason, we are only controlling the inlet variable cams, the exhaust will remain fixed and an upshot of this is that it's going to result in slower boost response than what we could typically expect and you'll see that as we move through the worked example and begin performing our wide open throttle ramp runs. |
| 01:09 | On the boost front we have also swapped out the stock factory turbocharger for a slightly larger Kinugawa variant and again this is going to give us a slightly slower boost response, the advantage of course is the Kinugawa turbocharger can support higher airflows meaning that it can make more power at higher RPM We are hampered a little bit on this front though because at the moment the fuel system is completely stock, we've got the stock Subaru injectors and the stock in tank fuel pump. |
| 01:39 | And ultimately that's going to be our limiting factor in terms of how much power we can produce. |
| 01:44 | It's also going to mean that ultimately, we're going to need to limit our boost pressure to around about 15 to 15 psi at higher RPM, just so that we stay within the maximum headroom available for those fuel injectors. |
| 01:57 | The Japanese domestic market model of this engine also uses a split pulse exhaust manifold and exhaust housing for the turbocharger. |
| 02:06 | The Kinugawa maintains that split pulse design there which does aid spool. |
| 02:12 | Other modifications we've made here include a three inch turbo back exhaust, we've got no catalytic converter fitted to this car as this is not a legal requirement here in New Zealand. |
| 02:23 | Of course if we did want to remain emissions compliant then a catalytic converter would be essential. |
| 02:29 | So as you can see, the modifications to the vehicle are really nothing particularly extreme however it is going to be provide a great tuning platform for demonstrating the 10 step process being applied on that Ecumaster ECU. |
| 02:41 | Now just in terms of how we've got the ECU installed as well, there is no plug and play support unfortunately for the version 11 STi so we have made an adaptor harness between the factory ECU connector and the Ecumaster ECU. |
| 02:57 | Now this is perfect for our demonstration purposes here on the dyno but I just want to mention for those who are considering this type of adaption, the version Subaru STi does rely on some CAN messaging between the factory ECU and the rest of the car. |
| 03:13 | When we install an aftermarket ECU such as the Ecumaster, this obviously interrupts that messaging and some of the vehicle functionality, particularly the display on the dashboard for RPM, coolant temperature etc, does not work. |
| 03:28 | It also interferes with the operation of the ABS system so this is really only suitable for our dyno and testing purposes. |
| 03:36 | And this isn't something that would be an ideal application if you were actually looking to modify your own version 11 STi and adding in that Ecumaster for use out on the road or the racetrack. |
| 03:49 | With that introduction out of the way, let's move into the first step of our process. |
