STU ECU questions
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
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From: Chesapeake, Virginia
I noticed (like most tuning threads) they assume you want to turn up the boost. So, not all of it will apply to an STU tune.
Last edited by BluEvo210; Mar 26, 2016 at 03:17 PM. Reason: Removed lines about how I thought I should tune my car. 'Cause I don't wanna, no more
Joined: Jul 2002
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From: Why do they always call the Evo the Dark Side?
Bit of a hike, but an amazing shop, plus you can compare to all the other STU cars that have been through there.
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
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From: Chesapeake, Virginia
Holy ****, they're in Pennsylvania!
So much no.
I'm willing to go as far North as Williamsburg, and as far South as Elizabeth City.
Does anybody here have any experience with All Aspects Motorsports?
I've been going to them for some simple stuff (like getting my 240SX inspected for VIR), and they always have Evos parked there.
They seem pretty promising so far, but I'm interested to know if anyone else has an opinion on them.
Last edited by BluEvo210; Feb 27, 2016 at 08:56 AM. Reason: So much no!!!!!!!!!!!!11111!!!!1!!1!1111111
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
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From: Chesapeake, Virginia
Chris Carbee was at All Aspects Motorsports today, and he tuned my car.
Baseline power was 292hp on a DynoJet. I don't know what that translates to at the flywheel. I was back to stock software, and hardware hasn't changed since the sketchy dyno test in 2011.
Chris did dyno runs from 2000rpm, just like I wanted, and didn't question the STU rules. I told him "stock boost map" and he rolled with it.
Chris got me 303hp and 315 ft-lbs at the wheels on the Dynojet. The final power curve is higher throughout the entire RPM range.
Unlike stock, and the previous tune, the new tune has much better part-throttle response.
EDIT: I also think heel-and-toe downshifts are easier, because there's less throttle lag and less throttle hang.
Previously, when I floored it at 2000rpm or so, the boost would kinda sneak up. There was this feeling of "The boost came on... When did that happen?"
Now if I floor it at 2000rpm, the boost comes on with a noticeable kick.
I like it. I can't wait to scare some passengers.
Chris, if you ever read this: Thanks, man!
Baseline power was 292hp on a DynoJet. I don't know what that translates to at the flywheel. I was back to stock software, and hardware hasn't changed since the sketchy dyno test in 2011.
I have a K&N panel filter, which I don't even count as a modification.
Mods are an ATP "divorced and transformable" 3-inch downpipe, and a twin-tailpipe exhaust installed by a local muffler shop.
Compared to the stock downpipe, the new one has a bend radius about twice as large. This was the first mod on the car, and I immediately noticed an improvement in throttle response.
After the stock catalyst, the exhaust has a 3" pipe, and a Dynomax "Race Bullet" muffler. Shortly after that muffler, there's a Y-pipe that splits the exhaust into a pair of 2" pipes. Each pipe has a Magnaflow muffler with a 2" core.
The two 2" pipes have a combined cross section slightly smaller than the single 3" pipe. I thought that would help the torque and throttle response.
The 3" pipe has a cross section of 7.07 square inches, and the 2" pipes have a combined cross section of 6.28 square inches. The law of "Conservation of Mass", as it applies to fluid mechanics, dictates that the exhaust will have a higher velocity in the section with the smaller cross section. Higher velocity means it has less pressure relative to the 3" section, so that might help pull the flow through the pipe.
Mods are an ATP "divorced and transformable" 3-inch downpipe, and a twin-tailpipe exhaust installed by a local muffler shop.
Compared to the stock downpipe, the new one has a bend radius about twice as large. This was the first mod on the car, and I immediately noticed an improvement in throttle response.
After the stock catalyst, the exhaust has a 3" pipe, and a Dynomax "Race Bullet" muffler. Shortly after that muffler, there's a Y-pipe that splits the exhaust into a pair of 2" pipes. Each pipe has a Magnaflow muffler with a 2" core.
The two 2" pipes have a combined cross section slightly smaller than the single 3" pipe. I thought that would help the torque and throttle response.
The 3" pipe has a cross section of 7.07 square inches, and the 2" pipes have a combined cross section of 6.28 square inches. The law of "Conservation of Mass", as it applies to fluid mechanics, dictates that the exhaust will have a higher velocity in the section with the smaller cross section. Higher velocity means it has less pressure relative to the 3" section, so that might help pull the flow through the pipe.
Chris got me 303hp and 315 ft-lbs at the wheels on the Dynojet. The final power curve is higher throughout the entire RPM range.
Unlike stock, and the previous tune, the new tune has much better part-throttle response.
EDIT: I also think heel-and-toe downshifts are easier, because there's less throttle lag and less throttle hang.
Previously, when I floored it at 2000rpm or so, the boost would kinda sneak up. There was this feeling of "The boost came on... When did that happen?"
Now if I floor it at 2000rpm, the boost comes on with a noticeable kick.
I like it. I can't wait to scare some passengers.
Chris, if you ever read this: Thanks, man!
Last edited by BluEvo210; May 20, 2016 at 06:37 PM. Reason: heel-and-toe and stuff
Joined: Jul 2002
Posts: 1,733
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From: Why do they always call the Evo the Dark Side?
More tq than hp? I don't think I have ever seen that on an STU car, but I've never seen any X plots.
Mildly sacreligious, but an IX with an X engine would be kind of awesome.
Mildly sacreligious, but an IX with an X engine would be kind of awesome.
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
Likes: 4
From: Chesapeake, Virginia
Where are you seeing that?
The scale I see with a "25" on it, the graph never makes it to the 25.
If that's my boost graph, it looks fine to me. Stock is somewhere around 21.5psi.
EDIT: http://www.socalevo.net/threads/1955...Psi-in-a-Evo-X
So, it's targeting ~ 22 psi at the peak. (Peaks at 1.5 bar, tapers off to 1 bar.)
And a modified car with stock boost map can go as high as 26psi if the boost spikes.
And we can expect a certain amount of error due to the 2 solenoids fighting each other.
After reading all that, I believe my 22.74psi is pretty damn exact for stock boost map and controls.
The scale I see with a "25" on it, the graph never makes it to the 25.
If that's my boost graph, it looks fine to me. Stock is somewhere around 21.5psi.
EDIT: http://www.socalevo.net/threads/1955...Psi-in-a-Evo-X
So, it's targeting ~ 22 psi at the peak. (Peaks at 1.5 bar, tapers off to 1 bar.)
And a modified car with stock boost map can go as high as 26psi if the boost spikes.
And we can expect a certain amount of error due to the 2 solenoids fighting each other.
After reading all that, I believe my 22.74psi is pretty damn exact for stock boost map and controls.
Last edited by BluEvo210; May 5, 2016 at 10:19 AM. Reason: Added a link that I found
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
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From: Chesapeake, Virginia
Oh, it was funny being in the middle of a dozen Evo owners, and one asks me how long my first clutch lasted.
I told him the truth: I dragged it out to 76,000 miles.
You should have seen the look on his face.
"How many miles do you have on it?!?!?!?!"
About 116,000.
A couple of guys were confused. Somebody wanted to ask how many engines I'd been through. Well, it has mild bolt-ons, and had stock software for most of its life.
It never occurred to me that I should wear out an engine. Not after years of hearing how ****ing bulletproof an Evo engine is supposed to be.
My car was the only one there with such bad paint: It looks like it got a sunburn and its skin is peeling. But, it sounded like my car was the only one with more than 3000 miles AND its original engine.
Yes, that's 116,000 miles on the original engine. And turbo. And dented front intercooler.
And, if something breaks now I'm not going to blame Chris.
I'm going to blame Kienan for jinxing me.
I found where someone on another forum said he had 110,000 miles on his 2010 Evo. Another guy said he heard of a 2003 with 250,000 miles on it.
Originally Posted by BluEvo210
Where are you seeing that?
The scale I see with a "25" on it, the graph never makes it to the 25.
If that's my boost graph, it looks fine to me. Stock is somewhere around 21.5psi.
The scale I see with a "25" on it, the graph never makes it to the 25.
If that's my boost graph, it looks fine to me. Stock is somewhere around 21.5psi.
See 14.10.F:
"no changes to standard boost levels, intercoolers, or boost controls are permitted. Boost changes indirectly resulting from allowed modifications are permissible, but directly altering or modifying the boost or turbo controls, either mechanically or electronically, is strictly prohibited."
You can't change the boost tables at all. It's not just limited to peak boost.
I haven't heard of anyone protesting an ecu tune. I'm not sure how they would enforce it, other than pulling the ROM with a tactrix cable and comparing it to a stock ROM. I don't think many regions have the means to even do that. It's all based on the honor system.
"no changes to standard boost levels, intercoolers, or boost controls are permitted. Boost changes indirectly resulting from allowed modifications are permissible, but directly altering or modifying the boost or turbo controls, either mechanically or electronically, is strictly prohibited."
You can't change the boost tables at all. It's not just limited to peak boost.
I haven't heard of anyone protesting an ecu tune. I'm not sure how they would enforce it, other than pulling the ROM with a tactrix cable and comparing it to a stock ROM. I don't think many regions have the means to even do that. It's all based on the honor system.
Thread Starter
Evolving Member
Joined: Apr 2009
Posts: 190
Likes: 4
From: Chesapeake, Virginia
If you're running in STU with an Evo X, you better have a stock Evo X boost table.
Also, if someone protests, the burden of proof is on the protestee.
Locking the ECU so no one can read it just makes you more guilty.
And I thought I'd made it clear this isn't a "How do I cheat?" thread.
). If someone acts like they've got something to hide, they stick out like a sore thumb....And then there's the whole thing of how I had the only Evo at this shop with its original engine. I'd like to keep the original engine as long as I can.
Last edited by BluEvo210; Feb 6, 2019 at 01:04 PM. Reason: Bold font, because this isn't a "how do I cheat?" thread