I just ordered my Ecutek and cannot wait to see how this car performs after tuned. I came from the STI platform and honestly I feel this is a way more playful platform. I do miss the STI but I feel this is a wonderful replacement! What a fun little car
love the comparisons, thx for sharing that info. Im keeping mine mild, but looking at intakes, torn between the more sealed up cold air intakes (MST V2) and then the more open ones such as the K&N offering. Currently have the Velossatech Big mouth with the snorkel to the flapper door on the stock airbox. Not sure I want to keep that portion as it looks constricting, may just run the big mouth intake portion and let the flapper door be free without a snorkel attached. cheers!
Hello. Awesome testing. Speaking of optimizing the tune on e85 what exactly does it entail? I noticed during tuning that we need less timing before 3.5k rpms to be happy. 😊
@@stratifiedauto I’m tuning a different platform. Changed from 93 Oct and low boost to Full E85 and same boost level. I adjusted the 30%+ fuel difference and increased timing slightly on the entire map. But then had to reduce in the low rpms due to researching the burn rate of e85 and low rpms. Just curious if you saw that during your tuning with timing.
It’s nice being able to see the pressure ratio of the turbo. Give us all the sensors!!! I would be interested to know the reason behind managing the pressure drop post filter, perhaps it’s used to keep a reasonable depression for the PCV system.
I suspect it’s from a compressor longevity thing. My Abarth’s ecu models this stuff and after I raised the limits and with racing…my turbine housing cracked in 3 places, and wore out the bushings which caused the turbo to push oil. My new turbo has fixed a lot of unclear problems. So that melted turbo was too tired to push anymore and it really hurt performance. Btw, the blades were perfect.
It can be very useful for modeling turbo speed and compressor outlet temperature for example,so the engine can derate if anything is going over the limit.
Yes. And keeps a constant eye on the actual pressure ratio, instead of relying on a model with a lookup table. If your filter gets clogged or has a hole in it, you will still be running the turbo at the same pressure ratio. Specially with a variable airbox like this one where the pressure drop across the intake system wont be the same with the flap open/closed. Probably not worth it for an OEM cost-wise for most applications compared to a modern ECU where everything like that its modelled, but very nice, specially when tuning them.
Awesome coverage of the capabilities of the GR in this video! I'm sure you're testing all sorts of configurations right now, or will be when you get the time to, but what are your thoughts on possible gains/feasibility of a full bolt-on pump gas tune? Asking for a friend who may want to go into the Street Touring class with the SCCA. 👀
We will be covering what the modifications add as we add them. So far we covered the intake, fuel octane (ethanol) and of course the most important bit - tuning.
I may misunderstand the configuration - does wrapping the rear sensor in fire sleeve end up giving a potential false negative read because the sleeve is blocking accurate readings? Or is the sensor itself already internal/covered and not exposed, the sleeve just protects the exhaust-facing-sensor housing from getting hot, which throws the false positive if it is not covered?
In most ECUs there are heatsoak algorithms applied, so you might be right. There is cooldown hysterisis that is modeled and the sensor gets an offset applied to it.
@@BrodeyDoverosx Right. And I am trying to figure out if the fire sleeve is mitigating false positives or actually inviting false negatives, thereby not allowing the diff to know it is legitimately overheating and then ends up shattering because the sensor was numbed/dulled due to the fire sleeve being present.
The thermal issue is not the actual differential. It is the clutch pack that always slips to some degree since the rear end is spinning a bit faster than the front. So it’s a clutch pack longevity issue rather than a differential issue. It’s also tied into oil maintenance intervals. I recommend changing the fluid more often when racing or doing lots of track work.
Ran mine hard for 5 - 20 min HPDE2 sessions at Sonoma last month 80 degree day. No heat shield and had no over heating issues. Car ran great and consistent all day. Tires and brakes took a beating. Can’t wait to get back out there. This car is more capable than my previous 19 STI.
@@stratifiedauto ran mine in HPDE - 1 hard at motorsports ranch in texas in about 90-100 degree weather and had overheating towards the middle of the 10 min sessions, stock breaks and tires no shield. Was tons of fun cant wait to be able to tune it!
Not necessary to have the sensor. We put a second map slot on the tune and you switch to the e30 tune when you have the mix in your tank using the cruise control buttons.
For the tune absolutely. Our car is stock hardware wise. Here is the link. www.stratifiedauto.com/index.php?main_page=product_info&cPath=358&products_id=1160
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Great job! Keep them coming, enjoying the thoroughness and dedication to this platform
Thank you!
I just ordered my Ecutek and cannot wait to see how this car performs after tuned.
I came from the STI platform and honestly I feel this is a way more playful platform. I do miss the STI but I feel this is a wonderful replacement! What a fun little car
It is. Tuned and if you have with some e85 it’s so lively and fun. Let me know if we can help you out with the tuning.
love the comparisons, thx for sharing that info. Im keeping mine mild, but looking at intakes, torn between the more sealed up cold air intakes (MST V2) and then the more open ones such as the K&N offering. Currently have the Velossatech Big mouth with the snorkel to the flapper door on the stock airbox. Not sure I want to keep that portion as it looks constricting, may just run the big mouth intake portion and let the flapper door be free without a snorkel attached. cheers!
Glad you’re enjoying the content! Keep building your car. If there’s something we can help with let us know.
Hello. Awesome testing. Speaking of optimizing the tune on e85 what exactly does it entail? I noticed during tuning that we need less timing before 3.5k rpms to be happy. 😊
Optimizing the tune for ethanol is setting up appropriate fueling, timing and boost levels for the fuel used. Are you tuning your GR?
@@stratifiedauto I’m tuning a different platform. Changed from 93 Oct and low boost to Full E85 and same boost level. I adjusted the 30%+ fuel difference and increased timing slightly on the entire map. But then had to reduce in the low rpms due to researching the burn rate of e85 and low rpms. Just curious if you saw that during your tuning with timing.
Generally not the case. I would do your testing on a dyno with appropriate instrumentation.
It’s nice being able to see the pressure ratio of the turbo. Give us all the sensors!!!
I would be interested to know the reason behind managing the pressure drop post filter, perhaps it’s used to keep a reasonable depression for the PCV system.
The tune has pressure ratio limits that are closely monitored and this is a big part of it.
I suspect it’s from a compressor longevity thing. My Abarth’s ecu models this stuff and after I raised the limits and with racing…my turbine housing cracked in 3 places, and wore out the bushings which caused the turbo to push oil.
My new turbo has fixed a lot of unclear problems. So that melted turbo was too tired to push anymore and it really hurt performance. Btw, the blades were perfect.
Turbine housing cracking and exhaust heat sounds like a thermal or exhaust back pressure issue.
It can be very useful for modeling turbo speed and compressor outlet temperature for example,so the engine can derate if anything is going over the limit.
Yes. And keeps a constant eye on the actual pressure ratio, instead of relying on a model with a lookup table. If your filter gets clogged or has a hole in it, you will still be running the turbo at the same pressure ratio. Specially with a variable airbox like this one where the pressure drop across the intake system wont be the same with the flap open/closed. Probably not worth it for an OEM cost-wise for most applications compared to a modern ECU where everything like that its modelled, but very nice, specially when tuning them.
5w-30 has become the “thicker oil” option
I know right … tolerances are just getting tighter.
this was great!! just ordered my sxth intake need tune next cant wait to see more videos!!! put them out asap haha
We have a lot more coming. An intake is great to open up the top end. Tuning ties it all together :).
Thanks, enjoyed the video. Will definitely be reaching out when I mod my GR
Looking forward to working with you!
Awesome coverage of the capabilities of the GR in this video! I'm sure you're testing all sorts of configurations right now, or will be when you get the time to, but what are your thoughts on possible gains/feasibility of a full bolt-on pump gas tune? Asking for a friend who may want to go into the Street Touring class with the SCCA. 👀
We will be covering what the modifications add as we add them. So far we covered the intake, fuel octane (ethanol) and of course the most important bit - tuning.
Is it reasonable to expect that a completely stock tune car could pick up power running some ethanol in the tank?
Yes the stock tune even has some room. But of course not as much as with running a tune made for it n
I may misunderstand the configuration - does wrapping the rear sensor in fire sleeve end up giving a potential false negative read because the sleeve is blocking accurate readings? Or is the sensor itself already internal/covered and not exposed, the sleeve just protects the exhaust-facing-sensor housing from getting hot, which throws the false positive if it is not covered?
The sensor is internal. I am just wrapping the external body of the sensor that is exposed to external radiant heat from the exhaust
@@stratifiedauto Got it, thank you!
In most ECUs there are heatsoak algorithms applied, so you might be right. There is cooldown hysterisis that is modeled and the sensor gets an offset applied to it.
@@BrodeyDoverosx Right. And I am trying to figure out if the fire sleeve is mitigating false positives or actually inviting false negatives, thereby not allowing the diff to know it is legitimately overheating and then ends up shattering because the sensor was numbed/dulled due to the fire sleeve being present.
The thermal issue is not the actual differential. It is the clutch pack that always slips to some degree since the rear end is spinning a bit faster than the front. So it’s a clutch pack longevity issue rather than a differential issue. It’s also tied into oil maintenance intervals. I recommend changing the fluid more often when racing or doing lots of track work.
is this all on stock boost or did you juice up the boost a little? i didnt catch you mentioning boost levels at all
With tuning we do dial up the boost.
Nice, thanks for sharing. May I ask the length of the heat shield?
The length we got is 2 feet.
Of course the clutch pack isn't overheating it with only 3 hot laps
We have another track day in July. Hoping for warmer weather. We will also have more power and more grip.
Ran mine hard for 5 - 20 min HPDE2 sessions at Sonoma last month 80 degree day. No heat shield and had no over heating issues. Car ran great and consistent all day. Tires and brakes took a beating. Can’t wait to get back out there. This car is more capable than my previous 19 STI.
Was this on the OEM tires and pads?
@@stratifiedauto ran mine in HPDE - 1 hard at motorsports ranch in texas in about 90-100 degree weather and had overheating towards the middle of the 10 min sessions, stock breaks and tires no shield. Was tons of fun cant wait to be able to tune it!
Is this about as much as you believe your going to get out of this platform or hoping for more with more mods?
There is always more with more mods.
to run e30 would i have to add a flex fuel sensor?
Not necessary to have the sensor. We put a second map slot on the tune and you switch to the e30 tune when you have the mix in your tank using the cruise control buttons.
Thoughts on obtain booster to help with knock in states they only have 91 or even ethanol booster.
Yup octane booster works!
So, putting a little ethanol in the tank with a stock tune will help the top end?
It depends on how good your pump gas is but it definitely won’t hurt. Especially in hot weather or on track.
the dyno numbers are done with the intake top part open? what is the number with it closed like oem?
We show that in the video.
what is total cost and can I use stock car gr corolla circuit thanks
For the tune absolutely. Our car is stock hardware wise. Here is the link. www.stratifiedauto.com/index.php?main_page=product_info&cPath=358&products_id=1160
Where to get e30 in the lowermainland
Coop in aldergrove and north side petroleum by braid station.
Have safe are these tunes from detonation etc.
Very safe. This is why we put the car through so many paces. From track to dyno to daily.
@@stratifiedauto nice I wish you guys were in my area to tune my GR Corolla.
We tune the vast majority of cars remotely. This is why we build up our knowledge on our own development car. Here’s the link.
www.stratifiedauto.com/index.php?main_page=product_info&cPath=358&products_id=1160
What octane fuel are you running? 91 or 93 Also does it have 10% ethanol?