What you're looking at is a different intake manifold with different length runners, different cams and to a lesser extent headers. You have to understand though that to close that hole you are going to be taking power from somewhere else. This isn't a 1:1 kind of thing but ultimately the parts have been designed to have maximum efficiency at a certain point in the rev range so to improve the efficiency in a different point you are going to gurt it somewhere else. What I would expect to see is some cams and probably new intake manifold which will be optimised for mid to high range so will fill the hole but also knock off the peak from 2000 - 3000rpm.

This was my original thought with the torque dip, that they had maximised the bottom and top ends and did their best with the mid range which had to be a compromise. The only other option would have been to reduce the power in those areas to give an even delivery. Clearly this is the best option in a sports car that has budget limitations
You only lose power elsewhere if the changes are fixed. Variable solutions will work and maintain power throughout the range, they are just difficult to implement and the best variable cure so far is a turbo.

I feel it. When Stepping on the gas it. the FRS doesnt have any oomp until 5k

back in the day it use to be universal wiring nightmare. now its plug and play applications. They are made for most every car. i run a series 1, but there is now the series 2 and the infinity which theyre are pushing alot..this is the company the makes the proper sounding launch controls and anti lags lol

I'm surprised Subaru wasn't able to tune the torque dip out.

I think the torque dip is the cause of the Toyota direct injection system. The Lexus IS which uses the exact same D2S has the same torque dip.

Dump the clutch, what torque dip? :D

Hi all, I personally tuned my ECU and I can confirm what been said in this thread, the direct injection is used to compensate the low air flow in that rpm range which is from 2800 to 3800 rpm (more or less). If you enable port injection the sound change but you get disappointed by generated torque. the car use AFR map to allow the fuel flow and another map to decide the % of DI or PI. DI injection anyway gives more torque but his efficiency decrease along the rpm range so it's better to combine DI and PI, infact the stock % at full torque request is 50-50 %

you can clearly see that at those rpm range the car can't breath as it would even with sport air intake



Hope this might help clearing some ideas ;)

omg its a 2l NA motor. What the fuck do you guys expect.

yes it is, but it's a really good one and obviously if you want some powa you need some modifications :party0030:

The awesome is the handling of the car which can make it really competitive against other street cars :respekt:

The torque dip is not a problem with the manual gearbox.
When i need more torque i just change down a gear.
This car is about driver involvement and fun.

I agree.. While it does exist.. In normal driving, it's not an issue. You can drive around it.. Which just adds to the character of the car.
For normal commuting, driving below the dip there is plenty of tq to where you don't need to rev too much.. Play time keeps the tach above 5k and u don't worry about bogging in the dip.. I've been to the track too and the dip wasn't an issue for me.. A compromise had to be made and I think the OEM made a good choice on keeping tq down low and up high..
Great discussion !!

Sure, every NA car has this problem.

It's much more important above 4800 rpm.
Looking at the map I found a limitation in the fuel map and fuel injector which makes you gain enough to feel the car much better, especially while drifting or mountain driving:burnrubber:

besides this car is limited above 220 km/h (throttle close to 50% at 230 km/h)

Header+tune=torque dip free.