In looking at my hit stats, it’s become apparent that the pictures I posted of the 2015 DGM STI are very popular, so I’m going to post some photos of the STI in CWP (Crystal White Pearl).
UPDATE: I’ve also added more STI photos into galleries (by color). I’ve posted about them here.
I found these on Google Images. If these are yours, let me know and I’ll give credit, but at least a few of them are from reviews on Mazda Raceway.
Ever had statistical questions about the Subaru WRX and/or STI? Cars101.com can educate you.
The site even has pictures of various options on the cars.
I haven’t checked yet, but I believe that the site may even cover many more makes and models.
What I’m currently reading is the 2015 WRX/STI section.
If you remember, I received my Nameless Performance cold air intake a few weeks ago. I didn’t plan to install my Nameless Performance cold air intake this weekend but I ended up doing just that.
I had a bit of a time trying to figure out how to remove the stock air box and how to install the new CAI. Only two bolts hold the stock air box in place. The bolts were difficult to reach but weren’t too difficult to remove. It’s reinstalling the stock air box that might be troublesome, IMO, because rethreading those bolts back on might take awhile.
In hindsight, I think I probably would’ve been better off getting the Cobb SF intake and airbox. I still might look into going that route, but I absolutely love the way the NP intake looks in my engine bay. I sorta wish I’d been able to see the different color options (that wasn’t available when I ordered mine, but it’s on the NP product pages now….they’ve many color schemes depicted.
The install of the CAI wasn’t all that bad. It’s a tight fit and the product uses the same mount points as the stock equipment, although you have to remove a bracket. I had to search on the web for a picture of a mounted NP CAI to see how to mount it. It comes with no instructions. Fortunately it didn’t take me all that long to figure out and install. It took me 1.5 hours to install, but that’s only because I kept stopping to take pictures and video clips, and I kept double-checking my work (since I didn’t have instructions).
Here’s a picture of my extremely dirty stock air filter (I don’t think the dealer replaced it like I asked them 9 months ago and the car’s barely been driven since then).
Here’s a shot of where the stock air box used to be:
Here’s the close-out and MAF housing that I managed to figure out how to mount:
Here’s where I mounted the MAF sensor (it only fits this way…I suggest you mount it before mounting the close-out…that way, you don’t end up dropping the little screws in the engine bay):
Finished!
I can now hear turbo spool-up…it is very noticeable. I can also hear air rushing into the intake.
Note that this CAI requires a tune. This unit is compatible with Cobb’s AEM maps. I’m currently using the Cobb OTS Stage 1 91-octane AEM map. I’ve logged a few miles with pulls included…the logs are kosher.
There’s a slight hesitation at throttle tip-in from idle. It only happens from idle and it almost sounds like the throttle plate is fighting a vacuum, but I’m not sure that’s possible. There’s no boost leak (I’m hitting peak boost without issue). I’m trying to determine what’s going on. I wonder if this is just a map issue that a tuner can tune out.
Oh, and here’s a video:
Did you know that the 2011-2014 Subaru WRXs and STIs use the same turbocharger? Although they’ve different nomenclatures, they are the same. The VF48 is mounted to the STI, while the VF52 is mounted to the WRX. The VF52 requires a different mounting flange (it makes them less than compatible where swapping between STI and WRX generations, but I believe there are adapters that allow interchangeability).
Most people think that the WRX has a smaller turbocharger that gives the WRX an edge at the drag strip. What makes the WRX quicker is the fact that it has one less gear cog (meaning the gears may be more suited for drag strip pulls). In quarter-mile testing, the WRX always finishes in one less shift than the STI. It’s the same for the rush to 0-60, too. Basically, it can go most distances with less shifting because it requires longer ratios since it is a 5-sp transmission. It’s not quicker because it is more powerful. The only reason it is quicker is because there’s less shifting (which saps time). The WRX is at a 40-hp disadvantage when compared to the STI…with a 6-sp with identical ratios, the WRX will not outrun an STI. The reason that Subaru used the 5-sp is purely for ecomony-sake (monetary, not fuel). The added benefit is that it requires less shifts, but it does not handle powertrain upgrades all that well. 350-hp and it’s done…that’s the most you should expect out of the 5-sp before problems arise. Can you swap in an STI gearbox? Sure, but they’re not cheap and I don’t think that’s an easy swap…the STI gearbox is expensive, too. That type of swap isn’t for the meek, IMO, and even if that mod is done, the car will never be an STI…there’s more to the STI than swapping it’s parts onto another car…it’s more than the sum of it’s parts.
References:
http://www.wrxtuners.com/forums/f121/my-turbo-vf39-vf52-29176/
http://forums.nasioc.com/forums/showpost.php?p=37631014&postcount=36
I’ve created an Instragram site just for this blog:
http://instagram.com/sti_infatuation
I’ll be adding pictures as I take them. I’ve a ton of pictures already, but they’re archived and not on my phone or tablet, so it may be counter-productive to add those images. Most of what I add will be of Subarus, but the images won’t always be of STIs and WRXs; I plan to add other car makes as well. We’re all car lovers at heart…at least true enthusiasts are.
I’ll also be adding a Pinterest site…gonna see if I can bake them off to see which is better (gonna skip Tumbler for now).
This is the Nameless Performance cold air intake (CAI) that I ordered a month and three weeks ago. I’ve been waiting for this a long time. At first, I was upset because I thought that most of this was pre-built, but after making a complaint to Jason (of Nameless), he e-mailed me stating that they were almost done building it. I did a mental double-take. Then, when I received it, I got a good look at the craftsmanship…it’s good enough to where I can mount it over my fireplace (I’m not joking). It’s almost a work of art. The close-out is powder-coated. If I’d have known it would look that good, I’d have maybe chosen another color. I opted to have the MAF housing as black in color. Overall, it looks great!
I’ll probably end up mounting it a week before my protune is scheduled. No, this CAI doesn’t need a protune, as it is compatible with Cobb’s AEM OTS tunes (although, a protune would be more efficient/safer). If I could, I’d get the car dyno’d and tuned before the parts are mounted and afterward, but I can’t/won’t. I’m also still mulling over getting an e-tune. I’ve a few e-tuners in mind, but will need to get the low RPM stumble fixed (there’s an online mod how-to here).
Most people think that cat-back exhausts don’t offer substantial power. When compared to a turbo-back exhaust, no, but axle-backs DO offer torque. The thing is, most tuners don’t test for this and just make blatant assumptions.
Well, there’s at least one parts manufacturer that does test axlebacks: Nameless Performance.
Here’s what I saw a year ago on their Facebook page:
That car gained 30 ft-lb of torque. That’s rather significant, especially considering that this car wasn’t tuned…they just bolted on a catback and dyno’d it! And if you haven’t looked at the comments within that FB post, take a look:
FB User: Wow…that’s a very good gain for just a catback! And without a tune! Says a lot about the stock parts…LOL! Nameless should post that up at IWSTI, because all I ever hear there is that catback exhausts don’t add performance. Now, will GRs have a similar gain? I’ve the axleback…makes me want to replace some more bits.
Nameless Performance, Inc.: Well that’s some bs from what we’ve seen on our design – unless there is some serious shortcoming on other companies exhausts. I know our downpipe thumps on the competition for torque gains, but this was just a cbe with a stock downpipe and no tune. Will have more data forthcoming on full turboback with OTS S2 as well as our specific OTS S2 tune for these cars. Think we can hit 70ft lb? We shall see. Downpipe goes on tomorrow.
FB User: I’m quite happy with the CBE results, since I’m currently trying not to mod the engine. Maybe the other companies exhausts DO have shortcomings, but you guys just proved to me that, sometimes, internet forums are a crock of shit. I’m sure you can hit 70 ft/lb, because you’re almost halfway there already!
Nameless Performance, Inc.: Yeah I mean the total numbers on this CBE for peak HP gain are 12hp, but we make 17hp at 3100RPM and 29.5 ft lb at the same RPM range. I honestly think it’s a situation where CBE manufacturers don’t do the testing for the most part, so they don’t have any information to share which leads to people having to assume low power gains due to no advertised dyno results. I do think this one is particularly good, however.
Also:
FB User: How much gain on a 2011 wrx full catback ?
Nameless Performance, Inc.: 32ft lb / 22hp at the wheels for the ’11 Full Catback. That was dyno’d with a stage 1 ots tune for the baseline and no deviation from that tune on the equipped with cbe pull. This testing on the GD is stock vs. add CBE.
I thought I’d posted about this before, but I couldn’t find the post. It may’ve predated this blog. I also thought I’d seen a post referring to axle-back gains, but I’m still looking for that one (took me 50 minutes to find the first one).
A few days ago, it got warm enough to where I wanted to go to a car meet. I took the car (of course) and ran logs on the way out. I also ran logs today when driving to a doctor’s appointment. Well…I saw lots of knock…WTF. The only thing I can think of that’s causing it is bad gas (I filled up on Friday…those logs were partially clear). Thinking on it now, it could also be the fact that the weather is warmer…warm enough to have heat-soak (which could contribute to knock on the OTS Stage 1 tune).
I got scared enough to where I unmarried the AP…it may stay unmarried until I’m ready for a protune. While the DAM was still 1.0, the knock was very prevalent (finke knock learn, actually, which pulled timing quite a bit in some instances) . I’ll see if I can post the logs.
EDIT – The logs are here.
UPDATE – I think this might have been a combination of bad gas and the fact that the engine was loaded and in top gear. No, I wasn’t lugging the engine, nor was I boosting significantly in 6th, but I was in 6th with light load and running the AC, which the 93-octane Stage 1 OTS tune doesn’t like. When I went to the Stage 1 91-octane OTS tune, it stopped. I’m still running the 91-octane Stage 1 tune.
http://www.digitaltrends.com/car-reviews/2015-subaru-wrx-sti-review/
UPDATE: I’ve also added more STI photos into galleries (by color). I’ve posted about them here.
I posted this one mainly because they include pictures of a DGM (dark grey metallic) 2015 STI. Those are not commonly found in pictures. I think the coloring is awesome, especially with the silver BBS wheels. Note that this is not a Launch Edition — those are only in blue (WRB – world rally blue) with gold BBS wheels (as well as a slew of other interior options).
