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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain.


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Old 01-04-2018, 09:23 AM   #57
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Originally Posted by ImportPer4mance_ View Post
Oh, awesome! I think the only vendor that sells them in Melbourne are HARROP, so if I go for them, will it be possible to just contact you guys in regards with the tuning process etc. I don't have an OFT or anything haha, so I'm guessing I'll need to get one if I'm getting an overseas tune from you guys?

Also, how does the cs400 compare to the PSR/TOMEI UEL? As someone who has only run stock headers & is pretty much relying on info available online, I'm quite inexperienced with this kinda stuff
You’ll need an Ecutek cable to get a tune from them

Here’s a graph of a gruppe-s uel header run 12 and Tomei is run 11 if I recall correctly. These were 92 oct.


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Old 01-04-2018, 06:10 PM   #58
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This is a more recent tune from the same guy:
That's more like it! I had a feeling Abbey would get better results as they got more experience with the header. That's a fantastic curve!
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Old 01-04-2018, 06:13 PM   #59
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Originally Posted by ImportPer4mance_ View Post
Oh, awesome! I think the only vendor that sells them in Melbourne are HARROP, so if I go for them, will it be possible to just contact you guys in regards with the tuning process etc. I don't have an OFT or anything haha, so I'm guessing I'll need to get one if I'm getting an overseas tune from you guys?

Also, how does the cs400 compare to the PSR/TOMEI UEL? As someone who has only run stock headers & is pretty much relying on info available online, I'm quite inexperienced with this kinda stuff
Absolutely. Shipping an Ecutek cable and dongle shouldn't be bad at all, since it's a pretty small package.

Included with your tune, will be revisions (you'll be given instructions and asked to send in logs via e-mail) to individualize the tune to your specific engine, as every engine has minor variation.
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Old 01-04-2018, 08:58 PM   #60
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You’ll need an Ecutek cable to get a tune from them

Here’s a graph of a gruppe-s uel header run 12 and Tomei is run 11 if I recall correctly. These were 92 oct.

Oh awesome! Thanks man. That's pretty much exactly what I was looking for. The Gruppe-S is the equivalent to the PSR here in Australia. Seems it makes a little more top end power than the ACE at the expense of torque at the low-mid range
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Old 01-04-2018, 09:36 PM   #61
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ImportPer4mance: you really are going to compare gains from different dynos charts and base purchase choice on that? :/
At very least try finding charts with stock-unmodified-with-stock-ecu-tune baseline to compare relatively to.
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Old 01-04-2018, 11:05 PM   #62
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ImportPer4mance: you really are going to compare gains from different dynos charts and base purchase choice on that? :/
At very least try finding charts with stock-unmodified-with-stock-ecu-tune baseline to compare relatively to.
That's exactly what I'm going to do. Relying on different dyno charts without a baseline stock car is useless haha, I just wanted to see something for the 400. Only issue is that dyno's from members (especially those from Australia) who have the CS400 are pretty scarce, there really aren't many to be found around.
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Old 01-04-2018, 11:34 PM   #63
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Try searching threads here related to headers you are interested in. Try finding dyno charts with them, of course preferably ones with also stock baseline on. "stock car on this dyno usually is ###hp max" is a bit vague and tells just very small bit of story. Also don't mistake "completely stock" baselines, with "stock, but ecu (or just parts of mods)" baselines. Remember also, that to make look variations better, some charts display data with cut lower part and also may have less "smoothing"/"averaging". And don't look just for max numbers. One rarely is at very redline for long periods of time, usually it's just seconds before gear switch. Something like "large area under curve" (btw well attributable to ace's headers) often says much better on overall performance then just slightly higher max numbers, as that "area" means more performance gains across much wider rpm range, especially very important low-mid rpm range, which is mostly used when daily driving, which is what dual-use cars see 99% of mileage. Also pay attention in what gear dyno run is done. I'd look at: 1) gains over stock in "%" at eg. 3-4-5-6-7K rpm, 2) look at shape of curve (eg. if getting rid of torque dip matters to me, or if i care more about low-mid rpm gains over just short performance spike at very top).

Every dyno reads different. It reads different even in different ambient temperatures/air pressure/height above sea level. And different countries may have different quality fuel. And there are variations between even completely stock cars. Try eliminating as much variables as possible, if you want to at least roughly compare different dyno charts. Having stock baseline that you somewhat can expect to be similar is about only thing that at least remotely/roughly/aproximately lets do that. Check relative % gains over it, never absolute numbers. Or you'll just be searching not for part performing best, but rather for dyno that is calibrated to read highest, as you did with that linked chart. Completely wrong to choose by that.

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Old 01-05-2018, 12:07 AM   #64
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Try searching threads here related to headers you are interested in. Try finding dyno charts with them, of course preferably ones with also stock baseline on. "stock car on this dyno usually is ###hp max" is a bit vague and tells just very small bit of story. Also don't mistake "completely stock" baselines, with "stock, but ecu (or just parts of mods)" baselines. Remember also, that to make look variations better, some charts display data with cut lower part and also may have less "smoothing"/"averaging". And don't look just for max numbers. One rarely is at very redline for long periods of time, usually it's just seconds before gear switch. Something like "large area under curve" (btw well attributable to ace's headers) often says much better on overall performance then just slightly higher max numbers, as that "area" means more performance gains across much wider rpm range, especially very important low-mid rpm range, which is mostly used when daily driving, which is what dual-use cars see 99% of mileage. Also pay attention in what gear dyno run is done. I'd look at: 1) gains over stock in "%" at eg. 3-4-5-6-7K rpm, 2) look at shape of curve (eg. if getting rid of torque dip matters to me, or if i care more about low-mid rpm gains over just short performance spike at very top).

Every dyno reads different. It reads different even in different ambient temperatures/air pressure/height above sea level. And different countries may have different quality fuel. And there are variations between even completely stock cars. Try eliminating as much variables as possible, if you want to at least roughly compare different dyno charts. Having stock baseline that you somewhat can expect to be similar is about only thing that at least remotely/roughly/aproximately lets do that. Check relative % gains over it, never absolute numbers. Or you'll just be searching not for part performing best, but rather for dyno that is calibrated to read highest, as you did with that linked chart. Completely wrong to choose by that.
Thanks mate! Will do that. I think I need to have 10 posts before I can properly usr the "thankyou" post function hahaha, so this will have to suffice

Yeah the fuel quality is a reason I wanted to see Australian dyno's specifically, as our 98 is not as good as USA 92/93, hence I don't expect the gains on a 98 tune to be as big. I managed to find one dyno from an aussie (usng a BRZEdit tune), hopefully some other aussies can post up some stuff if they have any! It's a really expensive product so I want to make sure I make the right decision haha, I only wanna buy headers once.
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Old 01-05-2018, 12:21 PM   #65
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Oh, that's much better! Is that with a full exhaust or just the cs400 bolted on with the rest of the exhaust stock?

Thanks!!
Forgot to add it's a Cobra HFC and the manifold, rest of the system is stock AFAIK.
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Old 01-14-2018, 04:34 PM   #66
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I'm looking pretty closely at the CS400 since I think it would be more suited to my driving (mostly DD, some AX) than the A350 but the lack of solid dyno comparisons between the two has me a little cautious. Has anyone got or seen any more charts than what are in this thread? I've heard pretty much nothing but positive anecdotes, but I'm a numbers guy, especially when it comes to dropping ~$1500 on a chunk of hardware.

I guess also on the same thread - exhaust note. I really like what I've heard of the A350 with the rest of the system stock, but outside of a few rough youtubes I haven't heard much out of the CS400. Can anyone who has heard both comment on if they're similar or substantially different? Thanks!
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Old 06-26-2020, 01:03 PM   #67
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Bumping for my dyno I did this morning
CS400, HKS R-Spec high flow cat frontpipe, oem midpipe, TRD muffler; HKS intake duct and drop in filter. I was a little disappointed in the output, but still, good to know what it's putting down!
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Old 06-26-2020, 01:29 PM   #68
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I was a little disappointed in the output, but still, good to know what it's putting down!
Don't be. Dyno's read so different, for all you know your car was only putting down 150whp on that dyno stock. Without a baseline and being able to look at the difference between the two all you are really looking at is the curve. I'd kill for a torque curve that looks like that. Mine has the grand canyon in it untill 4k.
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Old 06-26-2020, 01:50 PM   #69
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Don't be. Dyno's read so different, for all you know your car was only putting down 150whp on that dyno stock. Without a baseline and being able to look at the difference between the two all you are really looking at is the curve. I'd kill for a torque curve that looks like that. Mine has the grand canyon in it untill 4k.
That was my assumption about the baseline. Still, the flatness of the torque curve is very noticeable during driving. It's insane.
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Old 06-26-2020, 05:06 PM   #70
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Isn't the CS 400 discontinued in favour of 350 for RHD?
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