My stock EVO baselined an average of 235 HP and 246 TQ on a dynojet over three runs on a clear, dry day using 93 octane. Using your 17 % correction factor that would be 195 HP and and 204 TQ on your dyno.

After Stage 0 + DP and Cat (Stage 1/2?) upgrade, it made 272.4 HP and 263.9 TQ on the same dynojet 5 days later on a rainy, humid day. Applying your correction factor makes it 226 HP and 219 TQ on your dyno.

Is this consistent whith your experience and the 17% difference between dynos? If so, seems as though I got lucky and have a strong car.

 

Well, a EJ25 RS going turbo would probably have blown at 250whp

I think the block is significantly stronger than the EJ205 we get here in the WRX. All STi receives the same crankcase upgrades with the reinforced deck and rotating assembly so to say that an EJ207 STi block is stronger than the EJ525 USDM STi block might not completely true just because it is a new engine here.

Maybe it is time for Subaru to hand over the transmission development to Getrag.......

 

I can understand Josh's feelings about the Diablo dyno results-- they were dissappointing considering the work that was put into it. At least he can now go back to the folks to did the work, slap down the dyno graph and say "fix it!" Or better yet, I think the guys have arranged to have a stock Diablo come to the shop for proper comparison (stock vs. modified).

Yeah, the 360 is a f$%#ing brilliant machine. Every time I drive one on the road or track, I'm just blown away by how pleasurable it is to push on. Yesterday I took it on the same test route/hot lap as I take all our project/customer cars out on. With the exception of the manual transmission that gets hung up when double-clutching down to 1st and 2nd gear, I can't think of anything on the car that I would like to change. The chassis feels like it's been built by God. Still, the EVOs a bit quicker through some portions of the loop. But I suspect some of that has to do with my desire to keep a $150,000 car shiny-side up

Cheers,
shiv

 

That's sounds pretty spot-on. And from looking at the results of the stock cars that dyno'd last weekend, I do believe you have one of the better-performing ones. Although that stock yellow EVO that dyno'd at the end of the day was pretty spectacular.

Currently, our Stage One test car is making a consistent and reliable 235 wheel hp on our dyno, on 91 octane, with stock boost levels. It's already put up with 3 hard magazine tests and 5000-odd miles of misc. abuse at Willow Springs and on the road.

On 93 octane and on a Dynojet, I'd expect to see numbers around 280-285 wheel hp when all is said and done. Maybe another 10hp or so more if a test pipe (yuck) is installed. But that's just peak hp, right now we're now playing with things like fuel enrichments, transient ignition advance spikes and boost profile tweaks to further improve on-the-road response and subjective performance.

Cheers,
Shiv

 

Nice POST!

 

I'll see if I can arrange another day with a stock Diablo vs. Josh's car. And if we're lucky, maybe I can get my friend to bring his Murcielago...

Do you have much time with a manual tranny 360? I'm asking because I didn't experience any double-clutching downshift issues, so I was wondering if there's something different about our techniques. I've gotten quite a bit of seat time (road and track) in a manual car, and prob 1/3 as much time in an F1 car, which I agree, is great on the track but clumsy around town, much the reverse of the M3 SMG, but I digress.

Upon rethinking the steering, I think ultimately you wouldn't want the steering to be as quick as the EVO because the car is capable of much higher speeds, and you wouldn't want the car to feel nervous at 180mph...

 

Hey Shiv, I was just wondering what the E46 M3's dyno at. I just felt like the EVo was as fast as the M3's, even though it has a lot less power. Just my .02. thanks.

 

All of the seat time I've had in a 360 has been with the F1 transmission. So no, I'm not well versed in the nuances of Ferrari gearboxes. As I told Ken, with some more time behind the wheel, I could probably work it out. But still, the shift balking was most appearant during heavy cornering where the transmission is probably moving around a bit on its mounts. The manual transmission also feels like a cable shifter (which I think it actually is, right?). Although the metal gate does add a nice tactile "Whack!" to the shifting process At the end of the day, however, the EVO's shift action is a lot more transparent and trouble-free. Now if we could just get it to sound like that flat-8.. yeow! Yeah, the steering is wonderful on the car. It's real light but you can feel it get heavier under braking and really light under accel. It's also got a real nice self-centering characteristic so catching the car from a slide is a lot easier than one would expect. There's also very little back-and-forth over-correct motion which is surprising considering the car's weight distribution! Then again, the F-R tire width stagger does say a lot.

It put down, IIRC, around 240 wheel hp on our dyno. That's a lot of power! Probably explains why the cars, bone stock, are capable of running trap speeds of over 105mph.

Cheers,
shiv

 

oops... looks like i logged in with Brett's (our sales manager) account.

Shiv

 

OK, that kinda explains it then. The 360 is a cable shifter, and over time the cable tends to stretch, and may require adjustment. That car's adjustment may have been OK for straight line, but not under the heavy cornering you described. But then again, aren't you supposed to get all your downshifting done before cornering...

I think Ferrari is going more for feel. The EVO shifter, like the RX7 I had prior, has a switch like quality to it: very fast, very short throw, but no sense that I'm actually engaging gears, metal parts sliding past one another - the 360 has this in spades, but ultimately it can be a slower shift if you're not used to it. You have to be very fast in the 360 - I've noticed that the tranny likes to be shifted very quickly and precisely, with the engine at just the right revs. I attribute this to the advances in the tranny they made over the 355 when they upgraded to a faster F1 system.

Nick

 

That's good news. Sounds like there is still another 10-15 HP for me to flush out through tuning.

Your 235 HP test car is a Stage 0. Do you have any dyno results that measure performance increases from installation of the 3" DP and cat in addition to Stage 0 kit? Would this be a Stage 1/2? What will constitute a Stage 1?

 

Interesting thread so far. I linked my friend to this thread and he still doesn't want to accept the fact that the STI is faster than the EVO. Actually, he doesn't believe any dyno that doesn't come from AMS in Illinois *cough**mitsufanboys**cough*.

From what I see we have the two cars on the same dyno at the same day, which gives us a baseline to compare the EVO and STI power. But he still won't accept it. Here's what he wrote:

Then I told him what I heard, the fact that the STI is 4 seconds faster than the EVO to 130mph and he doesn't believe that either. Is he right about the dyno deal?

 

Take the magazine #'s and throw them out the window. Just wait and see what people run with the two cars at the track. I know what I've seen so far at the track and it doesn't seem to match up with what I've seen on the dyno graphs, but time will tell.

 

What did you see ? Sti much faster / slower ???

 

I've seen 3 run at the strip and all of them were in the low 14's trapping 99mph. Now I know they have to get used to the car and stuff but damn. You would think with 250awhp they would hit mid 13's. Oh well, maybe they just suck at driving or the gearing is a factor for slow shifters.