Owner: Import Tuner
Dynamometer model: XS Engineering Dynamic Test Systems Dyno
DYNO 1: BASELINE
Air temp @ 67 degrees Fahrenheit
Peak HP: 170.3
Peak TQ: 111.1
DYNO NOTES
Once again, this power number seems low, but we added extra weight from the Wilwood brakes and larger wheels and tires. Running the Dynamic Test System dyno in drivetrain-loss mode, we found we lost exactly 13.5 hp.
Baseline Horsepower: 170.3
Baseline Torque: 177.9 lb-ft
PROS
With three parts added to the mix, our WRX was able to put out 170.3 hp. From the last session it was obvious that most of the bottom-end power came from the Hyperground wires, which gave out 2 to 12 hp from 2000 to 5500 rpm. The air filter and exhaust made more power on the top end, combining for 6.5 hp on the peak output.
CONS
N/A
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DYNO 1: BLITZ BOOST CONTROLLER
Air temp @ 73 degrees Fahrenheit
Temperature difference from previous run: +6 degrees Fahrenheit
Peak HP: 189.3
Peak TQ: 111.1
DYNO NOTES
As we stated earlier, playing with the gain creates a lot more low- to midrange power. On the dyno we set the boost to 16.5 psi and the gain at 10 percent. This made plenty of midrange power. Since the testing was done the day after the first session, we were dealing with a major jump in air temperature.
2000 to 3500 Horsepower: 1 - 5
2000 to 3500 Torque: 2 lb-ft
3500 to 5500 Horsepower: 0 - 5
3500 to 5500 Torque: 10 - 12 lb-ft
5500 to Redline Horsepower: 8 - 10
5500 to Redline Torque: 3 - 5 lb-ft
Peak Horsepower: 189.6
Peak Torque: 166 lb-ft
PART INCLUDES:
Boost solenoid, boost controller monitor, 4 ft of 6mm vacuum line, 4 ft of 3mm hard vacuum line, power wiring harness, electrical connectors, double-stick tape and instructions.
PROS
Since the actual controller unit is so small, the "gain" part of programming will help build more power in the low- to midrange than a conventional-type boost controller.
CONS
Programming the controller takes some time to get used to, but there is an "AUTO" mode that will bypass trying to do it manually. When in manual mode the only way to make boost accurately is to physically run the car a few times and adjust. You have to do this for each of the four settings.
TOOLS REQUIRED FOR INSTALLATION
It's best to leave the factory boost solenoid plugged in to the engine harness so the check engine light will not turn on. If you buy the O.E. dash piece from Subaru, you can mount the controller perfectly in it.
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DYNO 2: APEX-IS AFC
Air temp @ 76 degrees Fahrenheit
Temperature difference from previous run: +3 Degrees Fahrenheit
Peak HP: 195.1
Peak TQ: 111.1
2000 to 3500 Horsepower: 3 - 6
2000 to 3500 Torque: 2 - 4
3500 to 5500 Horsepower: 2 - 4
3500 to 5500 Torque: 3 - 5
5500 to Redline Horsepower: 3 - 4
5500 to Redline Torque: 2 - 4
Peak Horsepower: 195.1
Peak Torque: 167 lb-ft
PARTS INCLUDE:
Fuel computer, secondary wiring harness, connectors, wire ties and instructions.
DYNO NOTES
In factory trim, the WRX runs an extremely low air/fuel ratio. From the midrange to the top end it fluctuates from an 11.5 A/F to 9.5 A/F. This is very rich! The problem we found is when you bring it to a reasonable 12.0 to 12.5 A/F the engine pings badly. This forced us to run an 11.0 ratio across the board.
PROS
This computer has always been able to make power for us in the past. Once the initial setup is done, it's fairly easy to use. The best part about the S-AFC is it works with almost any car.
CONS
You have to cut into the factory wiring harness to wire the computer up.
TOOLS REQUIRED FOR INSTALLATION
10mm socket, ratchet, wire crimpers, wire strippers
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DYNO 3: BLITZ INTERCOOLER
Air temp @ 75 degrees Fahrenheit
Temperature difference from previous run: -1 Degree Fahrenheit
Peak HP: 196.6
Peak TQ: 111.1
2000 to 3500 Horsepower: 2 - 8
2000 to 3500 Torque: 2 - 12
3500 to 5500 Horsepower: 0 - 5
3500 to 5500 Torque: 0 - 12
5500 to Redline Horsepower: 1
5500 to Redline Torque: 0 - 1
Peak Horsepower: 196.6
Peak Torque: 177.9 lb-ft
PARTS INCLUDE:
Intercooler, all the intercooler piping, silicone connectors, clamps, three mounting brackets for intercooler core and a Blitz stencil.
PROS
The intercooler looks fuckin' dope in the front!
CONS
There is a lot of cutting involved with this intercooler. I'm sure it's the same for most intercooler kits for this car. Not only is the bumper support really hard to cut, you also have to lose the driving lights due to intercooler pipe obstruction. Also, this kit doesn't come with a blow-off valve flange, so you have to weld one on it.
TOOLS REQUIRED FOR INSTALLATION
Something to cut up the bumper support and bumper with, slotted screwdriver, 10mm socket, ratchet.
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THE PARTS
| 1) Blitz SBC-iD | $669 |
| 2) APEXi GT Exhaust | $419 |
| 3) Blitz Front mount kit | $1,300 |
| MSRP total | $2,388 |
| PERFORMANCE CHART |
| | HP Level | HP+ | TQ Level | TQ+ |
| Baseline | | 170.3 | * | 162.5 lb-ft | * |
| 1) Blitz SBC-iD | 189.3 | 19 | 166.6 lb-ft | 4.1 lb-ft |
| 2) A'PEXi GT Exhaust | 195.1 | 5.8 | 167.0 lb-ft | 0.4 lb-ft |
| 3) Blitz Front Mount | 196.6 | 0.9 | 177.9 lb-ft | 10.9 lb-ft |
| Final | 196.6 | .3 | 177.9 lb-ft | 15.4 lb-ft |
CONCLUSION
Now it's time to move on to the big stuff, like a bigger turbo and downpipe. Stay tuned next month when we unleash a shitload more power.
HOTBOX
Apex Integration
(714) 685-5700
www.apexi-usa.com
Blitz USA
(714) 777-9766
www.blitz-na.com
Dazz
(Racing Hart Distributor)
(626) 962-0033
www.dazzmotorsports.com
Sun Overseas Trading Inc.
(Hyper Ground Distributor)
(714) 708-7733
www.sunautomobile.com
Yokohama
(800) 722-9888
www.yokohamatire.com
XS Engineering
(714) 698-8300
www.xs-engineering.com