2010 Legacy GT - Stage 1 Tune

[EFI Logics]

In case you 2010 guys wanted to know what your car looks like with no front end on it..

We put on some horns and HID's for Alex prior to his tune.. This was the before.





And of course, we were testing the car when it was in "Pursuit mode" on the dyno








This is the piece that failed on the car.. As you can see, it's just an added coupler to the outside of the actual coupler that goes to the intercooler.. We removed it, and tightened the hose clamp, car never gave any other issues.

[ScrapinSTi]

those pics make that car SCREAM for wider wheels with some offset...

[topend]

Ya fo reel

[subydude82]

Wow yeah that car really needs some wider wheels!

[EFI Logics]

Originally Posted by ScrapinSTi

those pics make that car SCREAM for wider wheels with some offset...

That's his plan for summer!

- Pete@EFI

[jut60]

thanks for the post, i'm curious to see how the new turbo location will do with tuning and upgrades.

[EFI Logics]

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

[subydude82]

Holy torque batman!

[ScrapinSTi]

Thats INSANE... 100 lb/ft with JUST A TUNE!?!? Thats RIDICULOUS for stage 1!

This makes me wonder if Stage 2 will really yield all that much, or if the exhaust is very free flowing from the factory..

[EFI Logics]

Originally Posted by ScrapinSTi

Thats INSANE... 100 lb/ft with JUST A TUNE!?!? Thats RIDICULOUS for stage 1!

This makes me wonder if Stage 2 will really yield all that much, or if the exhaust is very free flowing from the factory..

It really depends, but here is what I posted on the LGT board so people can grasp how we obtained the larger torque numbers..

There are several reasons why this car made the torque it did, and I will explain why.

This cars factory calibration was designed around one simple thing - Torque Reduction rather than Torque Production. There are many, MANY variables in the calibration that are cutting back the production of torque for many different reasons, the biggest I believe is to save driveline parts.

Subaru has gotten very smart over the years, and this car is the culmination of a few years of bad calibrations and broken parts. In the factory calibration there are variables that require other variables to achieve a safe setting before the requested amount of torque is allowed. Perfect example of this is using the IAM (Or DAM if your using Cobb) as a torque multiplier as well as an ignition multiplier. If your IAM drops below the perfect 1.00, then your ReqT will then drop along with it. Subaru's theory prior to this vehicle was that dropping the IAM with a high amount of knock will drop the DA (Dynamic Advance-Cobb Ignition Advance-OpenECU), which will drop total ignition timing, ending in a lower, safer MBT. In the end, the IAM may have been dropped, but the ReqT was always the same, commanding the full amount of Torque even if the ECU was commanding less timing due to a knock condition, hence many failed 07-08 engines. The IAM is a major factor here, as major as it was before, it's even more important to properly calibrate the car by NOT normalizing all the ignition tables. This takes time, requires patience and a lot of flashing.

The IAM is not the only thing that can control your ReqT. We have found, using Cobb's pre-release software, that ReqT is also based on Inlet Air Temp, actually reducing torque as inlet temp drops to below freezing. The reason for this is because the ECU will then use the IAT to determine where to read on the target wastegate duty cycle table. If IAT is getting cold, then it will assume that the turbo will become more efficient, the ECU then targets a lower portion of the of the WGDC table where ReqT is lower. This will essentially eliminate boost creep entirely.

One of the biggest factors that is probably felt by the driver is the lack of Torque in the lower gears. This is because there is now a table that requests less torque in the lower gears. The reason for this is probably due to the new 6MT in the car, and we do believe that it's simply not as strong as the older 6MT found in the Spec.B and STi. My theory is that Subaru compromised driveline strength in favor of ECU muscle. We also believe that torque was decreased due to the large amount of engine failures in the 07-08 models. Obviously, this is easily overcome by some tweaking, but I would suggest to work your way into this map as we still do not know the strength of this new transmission.

After all the torque reduction, there is another major issue in the stock calibration, Requested throttle angle. This table at WOT, by default, is commanding 90% throttle to 2000rpm, then drops to only 26% and stays to 28% - 52%until 5200rpm the ECU then commands 86% to redline. This essentially drops the throttle position to nearly 1/2 of what you would want to achieve a higher torque number. I have discussed the theory behind this with some of the guys, and we believe it's emissions related, but that is only theory. The image below is courtesy of Cobb Tuning:



In the end, there are many other factors that play a role in getting more torque out of the car, which include the basics such as Boost and timing. Stock, the vehicles AFR was actually pretty decent, and much more controlled over older year models. We obviously raised boost from the targeted 10psi to 17, bringing boost in much sooner over the stock calibration. Subaru commanded low boost at lower RPM and higher boost as RPM increased. In theory, this was to reduce torque and add some safety to the vehicle overall. I do believe the new manifold is Equal Length, which adds greatly to Torque values of any Subaru. We have seen an increase of nearly 30ft/lbs just by adding an EL header to the car, Subaru picked up on this, and also made the length of the primaries much shorter, also adding to the torque of the vehicle.

Below are my suggestions for those attempting to calibrate these cars.

1. Scale all ReqT tables properly, focusing on WGDC tables so that when the ECU requests less torque, it finds the proper values and is able to adjust torque. This includes increasing and scaling the X-Axis of every ReqT table you can. This should be done in all the 08+ models, but this model is extremely sensitive to this.

2. Adjust the Targeted Throttle table accordingly.

3. There is a ton of torque to be found in properly calibrating the Exhaust and Intake cams. After we set our calibration where we wanted it, we tackled the cam timing, this netted us nearly 25ft/lbs without touching any other table. These tables in stock form are nearly as bad as the throttle tables and are focused around torque reduction as well.

4. I wouldn't suggest any higher than 16.8 - 17psi on 93Octane (Stage1), we did not find any gains by doing this, and also found that in the higher gears (this car has some seriously long gears) the car was prone to pulling timing.

I'm sorry if this post was long and excruciating, but I see it all too often, people post up big numbers without any explanation of how it's done. Although dyno's do vary from place to place, I will say this is the highest Stage 1 torque number we have ever achieved. We are definitely looking forward to seeing a full exhaust on this car, so we can really see what the power potential really is.

Thanks,

Chris
Lead Calibrator - EFI Logics