E-Tuning/Remote Tuning

E-85 FAQ/Info


2014+FXT/2015+ WRX Instructions & FAQ

2015+ WRX Parts Reccomendations

Opensource vs Access Port | E/Road-Tuning vs Dyno Tuning | etc.

Subaru E-Tuning/ Remote Tuning

Requirements and Pricing for EJ Engines (06-14 WRX, 04-18 STi)

Requirements for 2015+ WRX:

  • Cobb APv3 
  • No, you don't need a wideband
  • No, you don't need a wideband logging cable

Pricing for 2015+ WRX

  • Stock Turbo Pump Gas: $500
  • Stock Turbo Flex Fuel: $800
  • Stock Turbo Pump Gas + Meth Tunes: $800
  • Retunes:  typically half price
  • Post Tune Log Review or Troubleshooting Help:  $50
  • Larger Turbo Pump gas: $600
  • Large Turbo Flex Fuel: $900




Road Tuning/E-Tuning vs Dyno Tuning

Road/E-Tuning Pros

- loads and environment are exactly what the car is going to see everyday

- hood is down, heatsoak is exactly how it will be daily, underhood aerodynamics are accounted for

- you get in the habit of monitoring your own vehicle

- you get an understanding of the tuning process and can see whats being changed

- you get a better understanding of when it is/isnt a good idea to beat on your car

- more involved process. you are the one driving the car. you have control of when to get out of a pull if you think something is wrong.

Road/E-Tuning Cons

- time. the process can take 1-2 weeks or way longer....some people send me 10 logs a day....some send 1 log a month.....some people pay then take 3-4 weeks to get me there AP serial #. 95% of the time i am waiting on logs from customers...the 5% where they have to wait is because i am either driving or seeing family on a holiday.

- speeding. traffic tickets are a possibility.

- traffic, accidents, old ladies, animals, weather can all come into play on the road

- troubleshooting mechanical issues via the internetz sux teh ballz

Dyno Tuning Pros

- You're at a shop with mechanics who can troubleshoot real time

- Greater level of detail and consistency of power measurement

- Dont have to worry about traffic tickets, traffic, weather, etc

- you get a pretty dyno chart

Dyno Tuning Cons

- load/environment replication. personally i've never seen a car driving down the street with its hood popped and a fan mounted in front of it.

- since the tuning is done with the hood open underhood aerodynamics arent taken into account at all. intake air temperatures are not close to being on the road. coolant temps can also get really high on the dyno.

- Dom @ MPS on road tuning after dyno tuning. "(Detuning on the road) is because you tuned the car with high IAT (on the dyno) and now you need to compensate for the cooler IATs you got in the real world. This is the same misconception most other tuners/shops have in this country. They don't realize that you get more airflow over the car, through the engine bay and radiator at 20mph than you get on the shop floor with 3 fans in front of it. You have to look at the air over the car as a difference in pressure. The under-tray creates a low pressure region under the car and draws air through the intercooler and radiator. Floor fans alone can't provide enough pressure to do this."

Turbo Info

Blouch Turbos (click me) 


Blouch            Bearing    Turb    Chp    Whp    Price    $$/hp

td05h-16g    journal    7cm    350    280    695    2.48

dom 0.5-R    ball    8,10    360    288    1395    4.84

td05h-16g XT    journal    8,10    410    328    950    2.9

td05h-18g XT    journal    7,8,10    430    344    1250    3.63

td05h-20g XT-R    ball    8,10    440    352    1499    4.26

td05h-20g XT    journal    7,8,10    470    376    1350    3.59

dom 1.5 XT-R    ball    8,10    480    384    1595    4.15

dom 1.0 XT    journal    7,8,10    490    392    1475    3.76

dom 2.5 XT-R    ball    8,10    490    392    1695    4.32

dom 2.0 XT    journal    7,8,10    550    440    1595    3.63

dom 3.0 XT-R    ball    8,10    550    440    1795    4.08

dom 4.0 XT-R    ball    8,10    600    480    1950    4.06

dom 5.0 XT-R    ball    10    650    520    1995    3.84


18gxt vs xtr

Dom at MP

"The 18G-XTR spools slower than the 18G-XT. I spoke with Blouch they said they shouldn't even have called the turbo an 18G. They should have called it a DOM 0.5 or something. It has the larger 56.5mm turbine wheel of the GT30 and spools about 400rpm later than the normal 18G-XT."

FP Turbos (click me) 


FP    Bearing    Turb    Chp    Whp    Price    $$/whp

HTA 68    journal    7or8cm    470    376    995    2.65

HTA Grn  journal    7or8cm    560    448    1399    3.12

RED    journal    7or8cm    650    520    1499    2.88

HTA 76    ball    9cm    600    480    1999    4.16

HTA 82    ball    9cm    680    544    1999    3.67


Element Turbos (click me) 


turbo    Bearing    Turb    Chp    Whp    Price    $$/whp

GT49    journal    7cm    490    392    1499    3.82

GT52    journal    7cm    520    416    1699    4.08

GT65    journal    8cm    650    520    1899    3.65


ATP (click me) 


ATP    Bearing    Turb    Chp    Whp    Price    $$/whp

28RS    ball    10cm    420    336    1695    5.04

2871    ball    10cm    440    352    1745    4.96

3071    ball    10cm    470    376    1895    5.04

3076    ball    10cm    520    416    1895    4.56

3582    ball    10cm    650    520    1995    3.84

x3071    ball    10cm    520    416    2195    5.28

x3076    ball    10cm    650    520    2195    4.22

x3582    ball    10cm    720    576    2295    3.98


Subaru Turbo List (click me) 

Boost Control

- Electronic Boost Control Solenoid (EBCS)

- Grimmspeed or Perrin

- Manual Boost Controller

- Hallmna Pro RX with Heavy spring and ceramic ball

- Grimmspeed New Model with clicks & lines

- Hybrid Boost Control (EBCS+MBC)

- Combines early spool and solid boost of the MBC with the safety of the EBCS by retaining the ECU’s ability to use overboost fuel cut and cut the wgdc in limp mode.


- Best boost control is hybrid (ebcs+mbc) plus an external wastegate. An external wg makes the most power on chitty gas. The better octane you use and the higher boost you run, the less impact an ext wg has.

Intake Info


(mm)    (in)    Whp

65    2.56    350        good up to 44lbm turbos (20g)

70    2.76    400        good up to 49lbm turbos (dom2.5xtr, OG Green)

73    2.87    425        good up to 52lbm turbos (gt30)

76    2.99    450        good up to 56lbm turbos (dom3xtr, htagreen)

83    3.27    550        good up to 65lbm turbos (red, black, dom4xtr)

86    3.39    600        good up to 70lbm turbos (speed density is probably the best option at this point)


KSTech Intakes


Fuel System (Injectors, Fuel Pumps, Regulators)

The best setup is topfeed rails, appropriate pump (rewired with bigger gauge wire), fuel pressure regulator, and ID injectors. Five-0 Top Feed Bosch EV-14 injectors are also good

ID1000 (click me)

ID2000 (click me)

DeatschWerks (click me)

Fuel Injector Clinic (click me)

Five-0 Motorsports Top Feed Bosch EV-14 Injectors are also good (click me)

** If you’re sidefeed and want to run 1000cc+ injectors for E-85 you really need to convert to topfeed. Running big sidefeed injectors on pump gas is going to cause drivability problems, misfires and necessitate a high idle to keep the injector pulse width up to keep the injector flow linear.

** I'd highly recommend staying away from PE injectors. They seem to have the most problems.

E85 Misc | BOV

E85 startup issues

The cranking tables are based on coolant temperature….so you need to localize the coolant temp where the issue is apparent. Basically if you have problems in the morning (cold start) then you need to modify the table below 50* and cold start issues usually need an increase in fuel. Hot start problems 68*+ coolant temp can necessitate either an increase or decrease in fuel.

If you're open source (OS) just open your map...scroll to the cranking tables....go through each one (A through F i believe). Highlight the whole IPW side of the table, then hit *1.1. Do that same thing for the tables A-F...

If it’s better, but still not perfect....repeat.

If it’s worse.....then go back and go the opposite way and multiply by *.90 to remove some fuel.

If you’re using Access Tuner Race (ATR)…the process is the same….except the multiplication shortcut key is “m”.

Some cars have required 60-80% increase below 50* coolant temp.


Fuel Pumps (pump hp / E85 hp)

- Walbro 255 FP (450whp / 400whp)

- DeatschWerks DW300 FP (500whp / 450whp) ( http://www.deatschwerks.com/fuel-pumps )

- Aeromotive 340 FP (525whp / 475whp)

- Walbro 400 (550 whp / 500whp)

- Aeromotive A1000 FP ( 575whp / 525whp)

- Bosch040 FP ( 600whp / 550whp)

- Walbro Double Pumper (enough)

Fuel Pressure Regulators

- Aeromotive, Fuel Lab

- Warning – turning up the fuel pressure on any intank pumps will be counterproductive and cause the fuel flow to decrease. If you want to turn up the fuel pressure you need to replace the stock fuel pump wiring with bigger gauge wire to allow the pump to receive more amps.

Blow Off Valves (BOV) & By-Pass Valves (BPV)

By-Pass Valve - does exactly what the name suggests. when you let off the gas and the throttle closes, the BPV opens to BY-PASS the turbo and send the air back to the intake. This has 2 benefits...it prevents compressor surge and at the same time utilizes that pressurized air to keep the turbo spooled when shifting.

Blow Off Valve - Blows off air to atmosphere at throttle lift. Bad for MAF based vehicle since you are releasing air measured by the MAF...this makes the car run rich and blow fireballs when shifting. BOV's only prevent comp surge and the turbo will slow more while shifting compared to a bpv since the air isnt recirculated to keep the comp spinning.

In both cases when you lift of the throttle the pressurized air now takes the path of least resistance.....if you put a 30 psi spring in your bpv and you're running 20psi and you let off the throttle....the spring is going to be too tight to open so the air has to go somewhere....which is through the compressor backwards. Thats compressor surge. You're shoving air through the compressor backwards.

BPV's and BOV's dont do anything at WOT...unless they are leaking. Their main functions (preventing compressor surge and utilizing the pressurized air to keep the turbo spooled while shifting) happen when you let off the gas.

I recommend the forge race bpv with spring kit or a Tial bpv with spring kit. The spring kits add adjustbility that stops them from leaking at idle. The HKS SSQV is the worst valve on the market...stay away at all costs.

Td04 lack of boost – many td04's come with loose wg arms. tighten the wg arm 2 turns check for overboost, repeat.