2010 Legacy GT - Stage 1 Tune

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There really isn't much out on these cars, only 2 have been tuned that I can see, and one was by Cobb, the other remotely tuned by Cobb. I was excited to get my hands on this car to see what we can do with it just by tuning. The car is bone stock, just a Cobb AP and our tuning. There is no Cobb maps out there to compare it to, so we had to just start from complete scratch.

Overall, the car did extremely well. There are some tables that need cracking still from Cobb as we were unable to make over 15psi, also there was some torque limitations I was unable to overcome. Considering those issues, I was very happy with the results, and the customer has a whole new car, again!

We will post some videos and pictures tomorrow, it's late and we have to close up. I can say at 14psi the car blew the factory intercooler pipe!! It was shocking to see this, but we do believe Subaru inserts that piece into the coupler to fail at a certain boost level. We removed it and went on our way with no issues.


*EDIT*

We have reached a finishing point with the Stage 1 tuning on this car. Thanks to Cobb Tuning and Tim Bailey @ Surgeline for getting us an updated software package that has the definitions needed to surpass the torque and boost limitations we were having.

Final Stage 1 - 223whp 304ft/lbs



EFI Stage 1 vs. Stock

+63whp @ 4000rpm
+107ft/lbs @ 3200rpm



Thanks,

Chris

[adam]

got a little bit of tq did ya?

[stu1811]

Very nice. Looks similar to my stage 2 wrx

[EFI Logics]

Couple things I posted on the other forums.. There is much more to be had, I can't wait until an exhaust is released!

We stay in touch with Cobb Tuning, specifically Christian and Tim Bailey. I was awaiting a base map from Tim, but I was ready to start working on the car and he's a busy man. There are two major things that still need to be worked on.

1. Per gear Boost limitations
2. Requested Torque tables are not responding to commanded inputs.

There are a few other small issues, but I do believe that these issues are related to the two main ones listed above. I can say that the boost taper seen above is forced, if the ECU realizes more than 15psi after 5000rpm, it immediately cuts, so the taper was a necessity.

Tuning the car was a little tricky, rather than normalizing all the timing and cam timing tables (2010 LGT get's dual AVCS), we decided to work our way into modifying each table individually to see where the ECU reads from during different conditions. It's amazingly complex, yet simple. There is more work to do, I haven't spend as much time working the AVCS tables like I'd like to, but I can say that achieving full boost by 2800rpm and holding past 5000 should not be a problem, thanks to the new location of the turbo. Without the forced taper, I do not see a problem achieving 235-240whp on our dyno.

One thing to keep out for, the coupler that goes from the intercooler to the throttle body failed. There is a factory rubber insert that popped during the calibration process. We removed the intercooler, removed the rubber insert, and put it back together - No issues since.

Thanks,

Chris

[topend]

Nice work Chris!

[Dusty B]

Nice work! I've been very anxious to see these cars get in the hands of some seasoned tuners. Almost laugh-able to see the chunk of torque you can unlock from the thing with a lil tuning.

Have you had an opportunity to drive these cars and get somewhat of a comparison to their driveability with reguards to the previous generation? Stock to stock and otherwise.

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Originally Posted by Dusty B

Nice work! I've been very anxious to see these cars get in the hands of some seasoned tuners. Almost laugh-able to see the chunk of torque you can unlock from the thing with a lil tuning.

Have you had an opportunity to drive these cars and get somewhat of a comparison to their driveability with reguards to the previous generation? Stock to stock and otherwise.

I personally drove this car after the tune, although it definitely picked up some much needed mid range, the size and weight of the car is hard to ignore.. I much prefer the 07-08 over this body style.

I can say that this year is much nicer to tune, the car drives awesome, is much smoother, and has a very linear torque band.. Not to mention dual AVCS. It was honestly a pleasure tuning this car, much better than even the 08 STi when it first hit the market.

This afternoon I was sent an updated version of the software to test, this software has many of the missing variables I needed to get the car past the torque and boost limitations I was having. I'm looking forward to seeing 16psi on a simple Stage 1 tune. I honestly believe 300wtq and 245whp is possible on the stock exhaust, not to mention full boost by 2700-2800rpm.

- Chris

[Dusty B]

They are beasts.... And I agree with the preference with the previous generations legacy platforms. I wonder if we'll be seeing these dual AVCS motors being dropped into the previous generations anytime. I'd be curious to see the performance gains in the lighter bodies. I've yet to look into if the front subframe is different and needed to perform such an act. I'm pretty positive the engine c-member is completely redesigned however....

[EFI Logics]

Originally Posted by Dusty B

They are beasts.... And I agree with the preference with the previous generations legacy platforms. I wonder if we'll be seeing these dual AVCS motors being dropped into the previous generations anytime. I'd be curious to see the performance gains in the lighter bodies. I've yet to look into if the front subframe is different and needed to perform such an act. I'm pretty positive the engine c-member is completely redesigned however....

Dusty,

I see no reason why these motors cannot fit into the older chassis, there are some fitment issues with headers not clearing the Exhaust AVCS solenoid, but that has no bearing on fitting in the chassis itself.

As for the front subframe, you are correct, the the GD is more of a Legacy style chassis now.

- Chris

[subydude82]

Nice work Chris! I am eager to see what you can get out of her stock.