The stage 1 tune was completed, but it didn't stay that way for long. I pretty much ripped the top of the engine apart and slapped on a FP Blue Turbo, COBB Flex Fuel, COBB Fuel Rails w/ custom fuel lines with Speedflow fittings, ID1300, Turbosmart FPR2000, AEM 320, and the list goes on.  But I ended up with 428/441 at 24psi and it was a lot of fun at the track. 

But of course I wanted to go a bit more crazier with the build and opted to put a rotated turbo kit on it so more to come on that.

Next I turned to SuperPro USA for some awesome suspension goodies and installed a set of Ohlins Road & Track Coilovers. I also swapped out the wheels and tires to better fit the setup I wanted to run for Global Time Attack in Enthusiast AWD. I went with a set of Titan 7 T-R10 in Machine Black wrapped with 255/35ZR-18 Michelin Pilot Sport PS2. Lastly, I installed a PST Carbon Fiber Drive Shaft in the car as well to get rid of more rotational weight.

As I stated above I decided to install a rotated turbo kit on the car because who doesn't like a rotated turbo? I reached out to IAG Performance to get my hands on their top secret turbo kit. I will now be running a Garrett GTX3076r Gen II with a Tail V-band .63 to achieve the quickest spool up with regards to this setup. With the bigger turbo going on, I needed to bump up the fuel system to support it. So I swapped out the ID1300's with ID1700's and also installed a Radium Engineering Dual Fuel Pump Hanger with two AEM 340 pumps. For the fuel plumbing I used -6 fitting and -6 line from Speedflow to supply and return the fuel from the tank. To control the fuel pumps in the Radium Hanger I used the iWire Fuel Pump Controller Hardwire Kit. This kit runs the single pump during normal driving using the factory fuel pump controller while the second pump is triggered from a pressure switch based on boost pressure. This fuel system was installed by the magic fingers of Brandon from M45 Automotive. Some of the last parts to go with this kit would be the COBB FMIC and COBB Titanium Catback. 

Here is the updated dyno graph with the rotated setup I installed on the Type RA. 

Engine:
COBB Flex Fuel and Fuel Pressure Sensor Kit
COBB Titanium Catback
COBB Fuel Rails w/ custom fuel lines with Speedflow fittings
COBB EBCS
CSF Radiator
IAG Rotated Turbo Kit
IAG Comp AOS
IAG Transmission, Engine, & Pitch Mounts
Garrett GTX3076R Gen II
Turbosmart Raceport, FPR2000, Gen-V WG45 Hypergate45
ID F750 Fuel Filter
ID 1700x
Radium Engineering Fuel Pump Hanger with Dual AEM 340
iWire Fuel Pump Controller Hardwire Kit for Radium Hangers - Double Pump 
GrimmSpeed Lightweight Battery Mount Kit 
Antigravity ATX-12

Tuned by Snail Performance with COBB Tuning Accessport

Suspension:
Ohlins Road & Track Coilovers 9K Front / 7K Rear
SuperPro Front Alloy Control Arm Kit w/ DuroBall Caster Increase
SuperPro Front Roll Center Adjustment Kit
SuperPro Rear Control Arm Kit
SuperPro 26mm Front Adjustable and 24mm Rear Adjustable Sway Bars
SuperPro Toe Control Arm Kit - Adjustable

Drivetrain:
PST Carbon Fiber Driveshaft
​
Wheels & Tires:
Titan 7 T-R10 Machine Black
255/35ZR-18 Michelin Pilot Sport PS2

Brakes:
GoodRidge G-Stop Stainless Steel Brake Lines Front / Rear

Exterior:
JDM  R1300 Convexed Side Mirrors
JDM STI Bumper Canard 
JDM Rear Fog Light
STI RA-R Front Fog Light Covers
STI Side Skirts

Here you can see the power and torque loss due to the increase in manifold temps. Some cars can be different, but this is what we found with these two cars. This was a loss of 21 whp and 11 wtq for the car with no ducting. Would have been more if it was in the summer months with the warmer ambient air. 

In closing the hood does add some style to your car and that's what modifying cars is all about, but if you want the hood please install the scoop ducting or go FMIC.

If you have any questions feel free to give us a call be happy help you out. 

Just a little add on since people where asking about it. This is comparing the stock TMIC to a Grimmspeed TMIC w/ chargepipe kit. You can see that the GS TMIC is keeping the charge air temp lower than the stock TMIC. Also a big improvement at the top end with almost a 40 degrees difference over a stock TMIC. Cooler air equals more power!!

​It’s been a long overdue wait for our new Ford Focus RS to arrive at the shop so we could start tearing into it and begin R&D. First things first…tuning. Being a COBB Protuner, we wanted to utilize the COBB Accessport for ECU calibration. The Ford team at COBB has developed very powerful software that gives us full access to the factory ECU which allows us to recalibrate it to our liking. We started out with the car in completely stock and strapped it on our Mustang Dyno for some baseline pulls. We unplugged the RDU as instructed by COBB and the RS laid down some very nice numbers for a bone stock car: 280 whp and 331 wtq and yes that is the window sticker still installed. 

​Next, we loaded up the Stage 1 - 91 octane OTS map from the COBB Tuning Accessport to see what changes occur. This map really woke the car up, putting down 296 whp and 358 wtq which was very impressive for an OTS map on an all stock car. Of course we couldn’t stop there; we used the Accesstuner Pro Software to create a custom ECU calibration. After a few small adjustments we were able to squeeze a little more out of the RS. Peak numbers 302 whp and 374 wtq and decided to stop there for now as we were really happy with the results. 

Stay tuned, we have more plans for the RS to include adding some E85 to get an E30 mix and some new hard parts. But for now check out the smoke show..

Anyone who has really built a car will tell you that it’s easier said than done, especially when there is a deadline involved. There’s something about deadlines that encourages the universe to throw “wrenches” your way. That’s exactly what happened with Seibon Carbon’s SEMA Subaru STI.
Before getting into the details on how the universe tried to conspire against our build, let’s talk about the build.

The first order of business was to wrap the STI with Intense Blue Avery wrap. This color was chosen for obvious reasons.
In terms of carbon fiber, the STI received the Seibon Carbon treatment: hood, trunk, front lip, side skirts, rear lip, and roof fin spoiler. SEMA 2015 was the first time the public was introduced to our CW-style hood, integrated duckbill C-style trunk, MB3 front lip, MB side skirts, and MB rear lip. Also introduced at the show, the Beat Sonic/Seibon Carbon roof fin spoiler. The fin spoiler was a special collaboration piece with Beat Sonic and is only available through them.

Also on the exterior, Rays/Volk Racing ZE40s in Matte Blue Gunmetal accompanied by Yokohama’s ADVAN Neova tires. This combination allows the STI to maintain driving control on and off the track.
On the interior, Razo/Carmate’s competition RP123 MT Super Grip pedal set, black 46g shift knob, and wide mirror.
Not everything was smooth sailing at SEMA. One of our show pieces was damaged while in transit to the show! Luckily, and with the help from the crew at Mothers Cleaning Supplies, we were able to restore the roof fin spoiler to its intended glory!

Credit:
Written by Seibon Carbon

Tested out the Turbosmart USA IWG on our 2015 Sti today and it works really well. We first tuned the car with the stock IWG and just swapped on the Turbosmart IWG with no changes made to the tune. Both IWG are being controlled by the stock EBCS.

The Turbosmart IWG is running a 7 lbs spring.

The Blue line is the Turbosmart IWG and the Red line is the Stock IWG.

You can see that boost comes on a littler faster but also over shot the target boost table causing the boost dip. With tuning that will be no problem to tune out. But as you can see boost is holding higher in the upper RPM's with the TS IWG over the Stock IWG. We think this IWG paired with a 3-port EBCS will be awesome combo. We will be trying that out next.

Ever wondered if the aftermarket Blow Off Valves “BOV” really work or what can they do for your car? Well we did some testing with our 2014 Subaru STI using Turbosmart’s Subaru Dual Port BOV. Info on the car: It’s a Stage 2 STI, only mods are turbo back exhaust, Turbosmart FPR-800, and a Cobb Tuning Accessport Protuned by Snail Performance. We strapped the car on the dyno, then got everything warmed up and ready to go. We started out with the Turbosmart Subaru Dual Port BOV installed and fully tuned the car running just under 19psi of boost. After getting the tune dialed in we swapped out the Turbosmart Subaru Dual Port BOV for the factory BOV the STI comes with stock from Subaru. Now with the stock BOV installed we did some dyno pulls with the same tune and what the graph showed is pretty crazy.

This dyno graph shows the boost curve. “Solid line is the Turbosmart Subaru Dual Port BOV / the Dotted line is the Stock BOV”. As you can see the stock valve is not able to hold the higher boost pressures that the Turbosmart BOV can in the early RPM range. Turbosmart BOV peak boost is 18.6psi and the Stock BOV is 17.8psi but that is just peak boost the graph shows the real gains. Check out how much quicker the boost comes on about 150rpms over the Stock BOV.

This dyno graph shows the horsepower, torque, and boost curve. So you can see the difference in power and torque. Not being able to hit the target boost pressure with the stock BOV the STI’s torque curve is lowered by 13 lbs. So the question “does a BOV add power?” has been answered why yes it can because boost pressures aren’t lost.

So next time you are looking at a BOV and thinking it only just adds sound think again. It can actually do more than the cool blow off sounds between shifts. For more information on the Turbosmart Subaru Dual Port BOV, check out this link.

Turbosmart Subaru Dual Port