Perscitus

Likely this week. I delivered the Perrin one to them last week. Grimmspeed took a long while to ship the prototypes to tuners

AMR is testing both the Grimspeed and Perrin units that fit the LGT and new WRX. Verdict is still out.... data gathering phase.

New BtSSM build just went out... some moarh H6 specific fixes and extra GUI and functionality fixes for all, some thanks to QA and UAT efforts by yours truly...

VLEDs side-wide sale til mid-month:

You likely don't need to replace them - but if you can, might as well do it now while you're in there to install the Coilovers. I changed all the top hats to Group N rubber flavors of OEM front and back while putting the RCE/Bils combo in. Fronts needed to go, rear were OK but I swapped them anyway.

Far less agressive than s2barus setup, but I think its at or close to the no roll/pull/rub limits with a mild RCE black/Bils combo drop. Might be able to get away with same in +40 or +42 too. 18x8.5 +45 wrapped in 245/45R18 RCE Blacks and Bilstein shocks

Speaking of 96+ octane tune.... I will have two bottles of Boostane with me when I head up to AMR. The first one we plan to use to develop a ~ AKI 100 octane tune for 2015 WRX Stage II. The second bottle will be to do similar for the 3.6R ~ AKI 98-100 octane tune. Even with AKI 93 octane fuel (Shell, Exxon/Mobil) that we get here in NY, the complicated/convoluted but also details knock prevention strategy built into our ECUs PULLs some timing on a mildly aggressive AKI 93 tune, which means there is room for higher octane to take advantage from the maximum cam/ignition timing advance that Rob dialed in. To me that explains why Fredrik saw improved performance and moarh powha during the race gas fill days.

Similar story with me. They've been super swamped last few weeks post Tri-State thaw. I was supposed to be up for some R&D and re-tune tomorrow (after two rain checks). Reschedule again to next week (Wed). Its going to be a Prima Aprilis joke on me I guess

Learn Values table now includes A/F for both our cylinder banks!

I didn't notice, coolant temps didn't raise so with the OEM setup routing the ATF through the radiator, if the ATF would get hotter than coolant, it would also raise the coolant temp. I did not notice this. I have an extra/aftermarket ATF cooler on now and it runs great and at least 20-40F cooler than without one. I don't think we have to worry about it unless we go SC or ESC. At that point the first thing that's going to go is the Engine Oil temp >100C, at which point AVCS goes into limp mode until the engine oil drops back down below 100C. ItalianLegacy found out about this the hard way... http://drive2.subaru.com/Win05_WhatsInside.htm

I've done some digging and found a couple of tuned M45s from that era putting down 315hp and 370-380ft-lbf thorough the JATCO transmission. One example: http://i240.photobucket.com/albums/ff42/mycross3/m45black1final.jpg http://forums.nicoclub.com/header-dyno-results-t465562.html I've also asked td_d (on ROMRaider) to define Bank 2 injector fields for us... right now there is no control over them (explicitly): http://www.romraider.com/forum/viewtopic.php?f=34&t=11076

This is an awesome find! Yes, the 5EAT we have in the 5th gen can handle 330ftlbf easy. In fact it should be good for 400ftlbf+ too (see ItalianLegacy ) I've noticed the same with the Nissan/Subaru sourcing of JATCO transmissions and intake manifolds, etc. For example, some of the basic CVTs are the same. The Lineatronic/HT-CVT in the 2015 WRX/JDM WRX S4/Levorq and 5th gen JDM Legacy DIT are also JATCO parts... from their top shelf. I don't think Nissan is using them yet, but they likely will with the new Muranos (already out) and Maximas (soon) as well as probably Infiniti Q60 Coupe, etc. Might even need a beefed up version to handle the 400-450 HP/TQ output from the rumored 3.0L DI Turbo that's supposed to go into the Q60 Coupe. Great question. We can both check with Rob (you via email, I when I go up next week). I doubt the ECU is the same (or even similar) but the parameters and tables appear to be there in the 3.6R. BTW, here are some extended SSM params I recently configured to view/log. I also took a screenshot of a 'knock' snapshot from BtSsm. Nothing to worry about at all, -0.4 degrees pulled in one load cell with the most optimal/aggressive global IAM of 1.0. Just cool to see how the app captures whatever you're logging in the snapshots. Awesome awesome piece of info for tuners of any Subaru boxer - NA or FI.

Tim - I've sent about 3-4 guys your way already Fredrik - A little teaser (especially the highlighted part). This is a list of the extended SSM parameters defined for our ECUs... its likely not the full list of supported ones, but check out the little gem that actually shows up and has a memory address in the H6/EZ36D ECU, even as just a logging parameter Out of interest, you can rear through the other fields and what they represent. I bet the actual ECU table definitions would expose some MT-specific tables, proving the ECU is ready to work with one.

Not at all, in fact Id say they sit more flush up against the chassis. No weird fins hanging down like OEM. BTW, back on anything-EZ36D-topic, some good posts recently in the BtSsm thread, we are confirming Bank 2 specific tables, adjustments, sensor outputs: http://legacygt.com/forums/showthread.php/btssm-bluetooth-adapter-app-229709p34.html

They are 'spacers', additional gaskets that you can install (if needed). Giovanni found out the hard way that depending on model-year or front suspension upgrades (thicker FSB), the headers don't always have enough room to clear the FSB and end up clunking against it with suspension travel on the road. The 'spacers' that Raptor includes now solve this issue and provide ample clearance even with 2013+ 26mm FSBs.

Sounds good. Rob is expecting your call.

I'm not sure if he has, but Rob @ AMR told me and Fredrik that EZ36D+MT combos were typical on a few auto-x and track builds they did (swapping the EZ36D and EZ30D into STIs, boosted or NA). You can find some of them showcased even today over @ NASIOC. I'm thinking that since the 2015+ 6th gen Legacy / 5th gen Outbacks have the EZ36D paired with the HT-CVT and I think an MT in Canada (as an option?) then I bet either the STI MT or the LGT MT should bolt right up and should work (ECU/TCU gremlins? likely). Our 5EAT, even without a rebuild should hold 360-400ftlbf. More with a new VB/TC and ATF cooler. Its just a performance killer without TCU tuning.

Yup, we talked about the v2.0 ss headers a few weeks ago when Tim posted a teaser over at the Liberty AU forum. Different manufacturer, design/fitment tweaks over v1, similar performance. Meanwhile, I continued toying around with adding some H6-only and a few generic Extended SSM parameters to BtSsm. OCD at its best. If anyone sees me adding more, please slap some sense into me. Thanks. http://legacygt.com/forums/showpost.php?p=5095422&postcount=493 There are some real gems in our ECUs... for example some that point to MT support (at least envisioned pairing in markets other than only Canada), some form of experimental SD support and a fuel/timing strategy thats more advanced (read complex, involved) than even our LGT brethren.

I think +45 for this wheel would be ideal (in terms of OEM fender fitment without pull/roll and rubbing). +35 would be 11.4mm more poke than MB1s 19s setup which to me seem the perfect fit and OEM limit for offset. http://www.willtheyfit.com/index.php?width=265&aspect=35&diameter=17&wheelwidth=9&offset=35&width2=245&aspect2=45&diameter2=19&wheelwidth2=8.5&offset2=40#content

Great news! I've seen AMR and AutoMaster's latest labor of love and it was good. On the 7th day AMR rested.

AMR (Rob) will have one for testing soon - I nominated them for it a few months back. The other good alternative is the Perrins EBCS (on backorder currently) for the 2015 WRX.

Thanks Tim. Matches what I thought and makes most sense in terms of layout and plug firing order. Would you mind dropping AMR Rob a note about the ECU ROM encryption. I will be up at AMR within a week or two and we could try what you suggest to get the non-emcrypted stock ROM image out.

Does anyone with access to vacation pics or just knowledge of the topic know: a. What's the cylinder #-scheme configuration for the H6 EZ36D? Cars101 shows the Plug firing order: 1-6-3-2-5-4, so based on that I'm thinking its most likely: Bank 1: 1, 3, 5 Bank 2: 2, 4, 6 Instead of: Bank 1: 1, 2, 3 or 1, 2, 3 Bank 2: 4, 5, 6 or 6, 5, 4 b. Which cylinders are part of Bank1 vs Bank2? I'm assuming Bank1 cylinders are those that fall on the same side where Cylinder #1 is located, so perhaps this: Bank 1: 1, 3, 5 Bank 2: 2, 4, 6 http://i15.photobucket.com/albums/a383/Kostamojen/EZ36D.jpg http://i15.photobucket.com/albums/a383/Kostamojen/08tribengine.jpg

That would be great Tim. In fact its Rob from AMR. Can you reach out to him and explain what he'd need to do? I know what ECU ID I have - info and image below (but I will give the TCU scan a try). The ECU is just a tad different (older) from the 2010 3.6R defined on ROMRaider. Most of the logger addresses seem to work perfectly fine, some do not... which sent me and heiche back to the drawing board to expand SSM expanded parameters support in BtSsm for the EZ36D H6. My 2010 USDM 3.6R ROM: Calibration ID: DE5F200B ECU ID: 5B2B364007 http://www.romraider.com/forum/viewtopic.php?f=8&t=11549 Closest 2010 USDM 3.6R ROM defined over @ ROMRaider: Calibration ID: DE5F201B ECU ID: 5B2B367007 http://www.romraider.com/forum/viewtopic.php?f=34&t=11076

Moving the ECU ID vs MY conversation to this thread. I pinged a few members with 2010 3.6Rs and faded replied that his ECU is stock. Now I'd need to figure out how to see if its a match to mine and how we can back it up. I also had another idea which I ran by AMR Rob. Since we know Ecutek encrypts stock or any other exports of ECU images but does have my stock image in this encrypted form, perhaps it would be possible to work around the encryption limitation by: 1. Taking the Ecutek suite exported ROM (per car) 2. Using Ecuteks software suite to flash it back into the ECU (here Im assuming this removes the encryption, because its a going-back-to-stock process) 3. Without running the engine, use Tactrix or another cable/tool to now pull the stock ROM off the ECU (avoiding the use of Ecuteks suite will prevent it from being encrypted). 4. Flash back the latest Ecutek tune over the stock image in the ECU. 5. Store/Submit the un-encrypted stock ROM to the ROMRaider/OpenECU forum for definition... with the main goal of just getting the logger address definitions for basic and enhanced SSM parameters so they can be reflected and logged in BtSSM - drastically expanding its features for 5th gen H6s. And also opening the door for more opensource tunes for our cars (including TCU/TCM tuning).