Element Tuning Competition Engines for Subaru FA20 or FA20DIT

Element Tuning Competition Engines for Subaru BRZ, Scion FRS, Toyota FT-86 with FA20 or WRX FA20DIT

Element Tuning’s Pro Comp engines were born with a racing pedigree. Our engine program has over 9 years of R&D through thousands of miles racing Subaru engines exclusively. Every specification these engines are blueprinted to were derived from our long term racing data. We build the best engines you can buy! We’re confident saying this as every aspect of these motors has been tested and verified under the most demanding racing circumstances.

Element Tuning Pro Comp engines are built from 100% new components fitted to our exact standards in your provided engine.  Our bearings and clearances have been tested for 10,000+ miles of racing. You may ask us how is this possible? It’s very common for racing teams to run new engines multiple times in a racing season but we would not allow this for our long term R&D. The only way to have long term durability data on your engine program is to continue using the same parts. Each season or sometimes midway through the season we would tear down our motors to inspect how the parts were holding up and how our building specifications were performing. We would inspect items such as cylinder wear, ring wear, piston wear, oil consumption, hardware fatigue, and finally crank and rod bearing wear. As long as there was no component failure we would reuse the same bearings, crank, rods, block, and pistons and continue the durability testing.It was not uncommon for us to push all the extremes to find the maximum and minimum operating range of each component and it’s clearance. With this data we have been able to build an engine that not only makes huge power but has near OEM oil level consumption. All too often motors are built too loose causing lots of engine noise, too much cylinder blow-by, and major oil consumption issues. We have tested our combination to deliver the tightest, most trouble free, and durable engine you can buy at any price.

Engine Oiling! Nothing will kill your brand new motor faster than inadequate oil pressure.  Unfortunately the FA20 series of engines do not have adequate oil pressure for substantially more power or RPM.  Even under OEM power levels excessive oil temperature from this motor has oil pressure dropping into the 50 psi range.  While this may be OK for NA power levels it’s nowhere near the reliable pressure we need for a boosted motor.  Look at the FA20 crank mains and the rod journals and you should spot something unique where we oil starved the rod bearing. The third main from right to left has a larger oil port. Why? Because it has to feed two rod journals where all others only feed one rod journal. What happens to oil pressure when you increase the oil port size? What happens to you oil volume requirements when you need to feed two journals with one main? Guess which one failed?  Unlike the EJ series of Subaru motors this engine does not have a “main priority” oiling system and therefore critical oil pressure isn’t directed to the engine bearings first.  The OEM oil pumps that are fitted to the BRZ/FRS and also the WRX (which is 14mm compared to 12mm) does not provide adequate volume to support the required oil pressure and therefore an bearing failure is eminent with any engine that doesn’t address the lack of oil pressure.

Element Tuning engines are the only engines to solve this problem! While we hoped we could simply install a bigger oil pump, which we did test, it was still not enough to get oil pressure high enough to be reliable on this boxer engine.  What we do, we keep close at hand but it’s not one thing but a series of modifications and the blueprint of our engines that allows us to keep over 80 psi of oil pressure under street conditions and over 70 psi under racing conditions.  This is enough oil pressure to safely support 500+ whp!

The Connecting Rods. The Achilles heal to our beloved OEM FA20 motors have been the OEM connecting rods.  While these rods are perfectly suited for OEM hp levels, when the power increases above 300 and RPM exceeds 7500 they are no longer reliable.  We experienced OEM rod failure under racing conditions in the 350 ft/lbs of torque range.  Element Tuning engines are fitted with seriously stout Pauter Machine forged Asymmetrical “X” beam connecting rods using ARP 2000 bolts.  We’ve tested these rods to over 800 whp and 9k RPM so they’ll handle just about everything you can through at them!  The unique design of the X beam allows for less windage (oil slinging and air displacement) in the crankcase reducing frictional losses.

Pauter’s 4340 forged X beam rods which are manufactured to the highest standards in the industry. Element Tuning has fully tested these rods in our Time Attack program with exceptional success and performance. Each billet rod is CNC machined from 4340 steel forgings, shot peened, stress relieved, and heat treated for uncompromising strength and reliability. Manufactured and precision machined in the USA to within .0002″ ensures exacting fitment and balanced to within 1 gram.

To read the rest about Element Tuning FA20 based engines Click Here

Element Tuning Hydra EMS Stand-Alone for 2013 FRS/FT86/BRZ

Element Tuning FRS Hydra EMS Stand-Alone Turbo 400 whp Injector Limited

I think many already know I’ve been testing and developing the Hydra EMS for some time in our Time Attack car and successfully winning many races.  Great car and great engine!!!!!

Much of what I’ve been doing is testing the limits of various engine parts and tuning parameters since not only is this a new engine but also the added complexity of direct injection with simultaneous port injection.  I really wanted to not only test these things on the dyno but also in the everyday commute and then in torturous racing environment.  It’s very important to me, more than peak power, that my base maps are tested in real world conditions and under racing conditions.

Hydra Dyno Plot: Dynajet SAE Corrected

Modifications:

Element Tuning Hydra EMS plug and play Stand-Alone
Element Hydra EMS Boost Control Solenoid
Element Tuning Competition Catch Can
FA20Club 60 Trim Turbo Kit, 60 Trim Garrett Turbo, Front Mount Intercooler, Tial MVS WG, and Tial BOV
Full Blown Radiator
DW1000cc Injectors
DW300 Fuel Pump and OEM Fuel Pump in saddle tank
Cat delete and muffler delete pipes
Element Tuning Custom Valved BC Racing BR Coilovers
Whiteline Front Sway bar and transmission bushing
Clutch Master Clutch and Flywheel
Brembo STi front brakes and rotors
18×10 Rota DPT with 285/645-18 Hoosier or Pirelli slicks
18×9.5 Prodrive GC010 with 275/35-18 Hankook RS3
18×9.5 Rota T2R with 225/45-18 Goodyear F1

Hydra screen shot:

While a full fledged stand-alone EMS with all of it’s additional features (Anti-lag, Launch control, Flat-Foot Shifting, Gear Based Boost Control, 45 psi MAP Sensor, Flex Fuel Sensor (E85) Support, Multiple Maps, Programmable Traction Control) my not be needed by everyone, finally everyone has another choice for the FRS/BRZ in terms of engine tuning.  What really sets the Hydra EMS apart at it’s core is that is end user tunable so anyone with a laptop is free to tune themselves or use any tuner they like in the world.  Tuned base maps for NA, E85, Turbo, race fuel, will always be free to the original owner along with technical support.  Your factory ECU does not need to be flashed or even removed, just unplug the connectors, and plug the Hydra harness and EMS in.

Getting Technical with the Hydra EMS for the FRS/BRZ:

–    Stand-Alone, plug and play

–    Full CAN Bus support.  This means your ABS, Dash, Fuel Computer, Stability Control Modes, AC, Stereo, Power Steering, all remain functional.

–    Simultaneous Direct and Port Injection strategy.  This is really where an exceptional tuner is going to excel because you have precise control over how much direct injection pulse width you want vs. how much port injection pulse width you need at any RPM and at any load (Boost or Vacuum).  This way as you upgrade your port injectors you can still have specific control over your DI injectors.  This will come in handy as you start pushing higher power levels and RPM levels where DI injection pulse width limits are very critical.  I found pushing the limits here at high RPM can pay off but it’s a fine line that changes with HP levels.

–    Injection Response (On-Time). Each set of injectors has their own specific injector response time maps.  As you change brands of injectors, fine tuning results in smoother running.

–    Injector Phasing.  Direct Injection requires very specific timing of the pulse width at different RPM/Load ranges and you have complete control over this.  You also have separate control over your Port Injector Phasing.

–    Fuel Pump(s) Control.  This comes in real handy when boosting the car since you will need a larger fuel pump and the OEM system is internally regulated. I’ve actually assigned in our base maps a 2D fuel pump controller duty map so that you don’t over power the OEM internal regulator with a the larger fuel in tank fuel pump.  My personal car also runs twin pumps, one in the saddle tank, and the Hydra is triggering both pumps.  Now the direct injection pump is mechanical but with the Hydra you can tune your pressure target based on RPM/Load.  Hitting these targets can be adjusted through the DI Fuel Pump Pulse Width, DI Dump Valve Response Time, Dump Valve Phase Trim, and PID.

–    Variable Cam Timing. The Hydra has “quad” variable cam timing control. This mean each of the intake cams and each of the exhaust cams are run in closed loop.  So your variable cam timing maps are tuned with a target and the Hydra then ensures each cam hits that target independently.  Advanced user control allows fine tuning of cam discrepancies an error in target control.  So if you have one cam that is off 1 degree at idle that can be fine tuned and if you’re overshooting, undershooting, or too slow to respond, the closed loop rate can be fine tuned to hit the target as fast as possible without overshooting.

–    Closed Loop Fuel Control:  This is where something like a Hydra can make the difference between loving your highly modified daily driver or hating it.  With 1032 load cell fuel targeting the Hydra can set to any AFR target at any RPM/Load.  This really comes in handy when you have a heavily ported or cammed motor that may not want to idle at 14.7 AFR or when running E85 and you can run much leaner AFR targets.  As load increase you can stay leaner longer or go richer sooner and making your engine run in the “sweet” spot makes all the difference in the world. You can also set your how aggressive or how slowly you want the closed loop to control the fuel changes.  You can also set the TPS cut off point for closed loop fuel control.  On top of all that the Hydra has Multiple AFR Target Tables so if your map is tuned so the Auxiliary maps are tuned for E85, you can run a unique AFRs better suited for E85.

–    Flex Fuel Sensor Support.  Want to run E85 but it’s not readily available?  Flex Fuel Sensor Support allows automatic map switching in the Hydra based on ethanol content and it also has automatic fuel, boost, and ignition timing tuning based on ethanol content.  Simply tune your base pump fuel map (fuel, ignition, and boost), then tune your E85 map and the Hydra will trim boost, fuel, and ignition timing based off of the ethanol content when you can’t get e85 and are forced to mix pump fuel with it.  The Hydra also has additional “starting” maps for using E85 so that extra start fueling requirements can be handled independently of your pump gas starting maps.

–    Boost Control:  Built in boost control without the need to eliminate your purge control valve like OEM flashing.  With a great blend of closed loop and manual control you can really get what you want out of the boost control system.  Maximum boost sets your protection for overboost with a fuel cut, Boost RPM Targets, minimum solenoid duty based on boost target, maximum solenoid duty based on boost target, compensations trim maps for coolant temp, air temp, knock, throttle position, and gear.

–    Traction Control, Programmable.  This has to be the best feature honestly for a high powered FRS/BRZ.  Let’s face it the OEM traction control is lame as it’s not performance based, it’s just way too intrusive.  You can now set your traction control to intervene smoothly and less aggressively if you’re a racer like me through fuel cutting and ignition cutting, based on each of the 6 gears.  Each gear has its own speed delta trigger for traction control along with each gear having its own setting for ignition and fuel cutting.  So one may want a more aggressive traction control setup in 1st gear than they want in 3rd gear for instance.

–    Different Engines.  Don’t want to run the FA20?  Want to drop in your monster EJ257, how about an EZ30R H6, Supra 6….no problem with the Hydra EMS as we make custom ecus for this very thing so you don’t have to rewire you chassis and loose your car’s features!!!

I could go on and on but I’ll leave the rest open for discussion or questions.

I’m sure many are thinking, OMG I have no idea what he’s talking about and I don’t know if I can even tune all of that or need it.  This why I’ve taken so long to release any real information until I’ve tuned the base maps and encountered typical issues a customer may come across.  The maps are already dialed in for a particular modification path and your “average Joe” will need just the typical fuel and ignition tweaks.  People with more advanced skill or those who seek every last ounce of performance will be able to extract that with all the advanced features.  Tuners and those forging uncharted territory will not have brick walls to face and I’m always available to guide or coach anyone through tuning a difficult combo.

The latest Hydra 2.7 software is so nice and easy to use compared to past versions.  Having a Google software engineer on our team has made all the difference in the world here and trust me when I say we can do just about anything, all you need to do is ask, I’m not kidding.  We have advanced expressions that allow us to tweak output controls and do things that are not part of the “fixed” maps.

Like I said, maybe not for everyone, but it’s another option for you the customer to put the control in your own hands or your own tuner’s.

Used by some of the fastest cars in the world:

GST Motorsports: Redline Unlimited Time Attack Champions, 2 Time Global Time Attack Champions….and just about every track lap record

Element Tuning STi: 2x NASA TTU Champion, 2x Subiefest Pro Class Champion, 2x Formula X Champion, 4 tracks NASA and Whelen TTU lap record holder….

Element Tuning FRS

Global Time Attack win Road Atlanta naturally aspirated

3 Unlimited Class wins boosted in Whelen USTT Championships.

Simple to install, just place inside the glove box.

Ready to purchase or have questions, feel free to call us or click here:  http://elementtuning.com/store/#!/~/product/category=439245&id=1509847

700 whp! Element Tuning Hydra, Hydramist, 07 STi, 1600cc, 92 octane and Q16

I had tuned this really beautiful 07 STi once before but we ran out of fuel so this time around we upped the fuel injectors to 1600cc so we could really see what she had.

http://elementtuning.com/store/wp-content/uploads/2010/03/paulkSTI2w.jpg

Numbers
Dyno: Dyno Dynamics @ Pina Motorsports, WA
Tuner: Phil Grabow Element Tuning
Wheel HP: 700whp UNCORRECTED
Wheel TQ: 566wtq UNCORRECTED
Target Boost: 31 Psi
Target AFR: 11.5
Fuel: Q16 with Hydramist
Ambient Temp: 50
Elevation: 0

For some reason all the dyno plots this time around had the chop during spoolup on every car I tuned so maybe next time we need to adjust the ramp rate.

http://elementtuning.com/store/wp-content/uploads/2010/07/paul700powerweb.jpg

http://elementtuning.com/store/wp-content/uploads/2010/03/paulkSTI-3.jpg

Car Info
Year: 2007
Engine Management: Element Tuning Hydra EMS
Turbo: GT35R 1.06 Twin Scroll
Intercooler: APS DR750
Meth Kit: Hydramist 80/20 water/methanol
Injectors: RC 1600cc, Bosch 044 Fuel Pump
Engine: World One — Element Tuning Rods, CP Pistons, +1mm valves, BC STG4 cams, stock block and bore.
Intake Manifold: Cosworth
Headers: ?
Uppipe: World One
Downpipe: World One
CBE: Invidia G200
Other: Element Tuning Competition Catch Can

http://elementtuning.com/store/wp-content/uploads/2010/03/paulkSTI-4.jpg

Like clockwork this time the car tuned easily and without issues. First up was the pump gas and Hydramist which netted us 604 whp which is pretty nuts for a daily driver! Next we ran the new 1600cc injectors with Q16 and the Hydramist running 80% water and 20% methanol. Slowly turned up the boost, dialed in the AFR and a really easy 700 whp.

http://elementtuning.com/store/wp-content/uploads/2010/03/paulkSTI-6w.jpg

Thanks,
Phil Grabow
Element Tuning

More information and discussion can be found here:

Element Tuning GT65 Bolt On Turbo, Hydra EMS, E85 fuel, 532whp, 07 STI 2.5

This is really impressive for a bolt on turbocharger running E85 and pump gas. On this tune the customer swapped out the header and it appears we lost some bottom end power over the old but peak power stayed about the same (on pump gas). All the dyno plots on this tuning session had the “blips” where the WG opens and I just noticed this time around the dyno was set to 150 instead of 120 so that could have something to do with it.

Numbers
Dyno:
Dyno Dynamics @ Pina Motorsports, WA
Tuner: Phil Grabow Element Tuning
Wheel HP: 532whp UNCORRECTED
Wheel TQ: 513wtq UNCORRECTED
Target Boost: 26 psi
Target AFR: 11.5
Fuel: E85 and 92 Octane pump gas
Ambient Temp: 50
Elevation: 0

Initially I tuned the car with DW 1000cc injectors but for E85 we stepped up to RC 1600cc with the base fuel pressure set to 50 psi but the regulator diaphragm failed so we had to replace the regulator with an Aeromotive A1000 (don’t waste your money on anything else!). We also swapped in a TurboSmart BOV to better manage peak boost pressure and not blow open.

Car Info
Year:
2007
Engine Management: Element Tuning Hydra EMS
Turbo: Element GT65 Bolt On
Intercooler: APS
Meth Kit: None
Injectors: RC 1600cc, Bosch 044 Fuel Pump, A1000 regulator
Engine: Element Tuning Rods, CP Pistons, Cosworth cams, stock block and bore.
Intake/Inlet: Magnus, APS
Headers: AMR
Uppipe: AMR
Downpipe: ?
CBE: Invidia
Other:

The Element GT65 Bolt-on really shined on E85 fuel especially given the car didn’t have anything done to the heads but a set of cams.

Thanks,
Phil Grabow
Element Tuning

More information and discussion can be found here:  http://forums.nasioc.com/forums/showthread.php?t=1988414

Element Tuning Time Attack 06 STi Hydra EMS 570 whp

Starting the new Time Attack season we wanted to freshen up the engine and test a few new parts. We started out rebuilding an Element Tuning Pro Comp engine but we switch up the bearings and the compression ratio of the pistons to see how they hold up over a season of racing.

Numbers
Dyno:
Dynojet Altered Atmosphere Gaithersburg, MD
Tuner: Phil Grabow Element Tuning
Wheel HP: 570whp UNCORRECTED
Wheel TQ: 492wtq UNCORRECTED
Baseline: 185 whp 08 WRX
Target Boost: 27 PSI
Target AFR: 11.8 AFR
Fuel: Sunoco 110 Octane with Hydramist (80% water)
Ambient Temp: 50
Elevation: 0

With a new engine I really didn’t want to run it too hard on the dyno so I stopped at 27 psi. I made quick work of the tuning with the Hydra 2.6 software and had all tweaked in as few WOT pulls as possible. In my previous dyno sessions the 1000cc fuel injectors were maxed out so this time around I bumped up the fuel pressure to 55 psi giving me about +20 more flow so I could have a little safety margin on the injector duty cycle. Maximum fuel injector duty cycle was 83% with the 1000cc, A1000 fuel pump, and 55 idle fuel pressure.

I totally forgot that I didn’t like the billet compressor wheel I ran late last year which netted me about 30 whp loss over our standard GT65 wheel (GT35R). With the higher compression and the BC STG 4 cams it looks like we gained back that loss however. The numbers are good for this dyno so I’m happy for now with the improvement.

Car Info
Year
: 2006
Engine Management: Element Tuning Hydra EMS 2.6
Turbo: Element GT65 (testing new wheel)
Intercooler: Custom
Meth Kit: Hydramist 80/20 water/methanol
Injectors: UR 1000cc, Element Tuning Competition Surge Tank, Aeromotive A1000
Engine: Element Tuning Pro Comp: ET Rods, Manley 9.8:1 Pistons (custom ring pack), ET Big Valve Heads +1mm valves, BC STG4 cams, stock block and bore.
Intake Manifold: Subaru RS
Headers: Element
Uppipe: Element Tuning GT65
Downpipe: Element Tuning
CBE: Element Tuning
Other: Element Tuning Competition Catch Can

The BC ST4 cams required me to work on the AVCS mapping as compared to the Cosworth cams. I found that I had to carry the advance farther into the RPM range but in the end the Hydra EMS allowed me to get it exactly how I wanted it.

Having made some new changes to the car I wasn’t sure what the car would weigh in at so I had to have options available for HP so that I could stay in NASA TTU classification. At about 15.3 psi the car made 452 whp which should be low enough to keep me legal in that class.

Element Tuning: Hydra, Hydramist, 624 whp 07 STI 2.5, 35R

Another sweet STi from the my favorite place on the west coast, Seattle! Not only does this 2007 STi look incredible it has the power to back it up!

Numbers
Dyno: Dyno Dynamics @ Pina Motorsports, WA
Tuner: Phil Grabow Element Tuning
Wheel HP: 624whp UNCORRECTED
Wheel TQ: 576wtq UNCORRECTED
Target Boost: 26? Psi (Fuel injector limited)
Target AFR: 11.5
Fuel: Q16/92 Octane pump gas mix with Hydramist
Ambient Temp: 50
Elevation: 0

Car Info
Year:
2007
Engine Management: Element Tuning Hydra EMS
Turbo: GT35R 1.06 Twin Scroll
Intercooler: APS DR750
Meth Kit: Hydramist 80/20 water/methanol
Injectors: DW 1000cc, Bosch 044 Fuel Pump
Engine: World One — Element Tuning Rods, CP Pistons, +1mm valves, BC STG4 cams, stock block and bore.
Intake Manifold: Cosworth
Headers: ?
Uppipe: World One
Downpipe: World One
CBE: Invidia G200
Other: Element Tuning Competition Catch Can

What a beautiful car and it did not disappoint on the dyno. We were limited on both pump and race case so we just made a quick tune on pump and Hydramist making 506 whp before running out of fuel injectors.

We switched to a Q16/Pump/Hydramist fuel combinations allowing me to tune up to 624 whp before running out of fuel injector. When we switch to larger 1600cc fuel injectors we should be able to get another 30 psi on pump gas and probably another 60 whp on race fuel.

More information and discussion can be found here:  http://forums.nasioc.com/forums/showthread.php?t=1951971

Thanks,
Phil Grabow
Element Tuning