Haven't heard anything recently.
What's the latest?
When's the store going to open up? I'm still waiting on that haha.
We've been so tied up preparing a car for Hot Import Nights along with doing a lot of work to get the website looking better and also working on the functionality as well. I apologize that I haven't updated this in a while, but this will be addressed and updates will come shortly after! Thanks for your patience.
My friend just told me about HIN that is coming up on Saturday. I want to go but the drive up there is going to be crazy with all the cops out that night!
Awesome write up.. just picked up an 08 rex today! Looking forward in modding my rex now with you already creating such a great write up.. keep it up bro!
Awesome write up.. just picked up an 08 rex today! Looking forward in modding my rex now with you already creating such a great write up.. keep it up bro!
Congratulations man! What color/body type did you get? Thank you.
Quote:
Originally Posted by VD5505
Did you ever fix the boost prob??
We honestly haven't even had the chance to take off the down pipe yet. We're just racking up some miles on this tune, testing it out. I'm extremely happy with this tune and cannot wait to offer it publicly through Treble Racing once we finalize our packaging details. As far as acceleration goes, it never ceases to amaze me (considering the modesty of the modifications). Through some of our testing, we've found it rather impressive that we are able to out pace a stock 2009 BMW M3 DCT up to 70mph and hold the lead up to around 100. From a 3rd gear roll, we would pull on the M3 again, then hold the lead in 4th. Testing against a stock 335i (auto/4dr), we left the line with all 4 wheels scraping for grip while putting a 2 car lead on the Bimmer. From 60 mph rolls, we were able to put over a car length on it in 3rd, and hold the lead in 4th.
Considering our tall 5-speed gearing, small 2.5L displacement and the parasitic drag of our AWD layout, I find it extremely impressive with how well we were able to do against the German competitors. With the 09 WRXs already coming with the VF52, I am blown away that this is the type of performance we can come to expect with such modest mods as a turbo-back exhaust, intake, intercooler upgrade and proper tuning! We 08 guys get the shorter end of the stick and get to add a VF52 to the shopping list. But with all things considered, it's still pretty awesome!
After these recent tests, I am even more excited to see how well we do against the same competitors after we install the fuel pump, fuel injectors and re-tune for slightly more power. We've experienced no hiccups or any sort of issues other than what we believe is a mechanically induced boost cut and praying for more grip out of our 235 wide XS rubbers. I will update this thread once we cut the down plate divider off. We've just been working hard on Treble Racing and most of our time is right now consumed with the technical aspects of the business to prepare for our launch. We want our customer experience to be memorable, and it takes a lot of work to get there!
The stock clutch is officially gone. It had been shuddering for the last month upon any gentle activation in 1st gear, but performing flawlessly upon any aggressive launch, until recently. I first discovered the passing of the clutch on Thursday morning while cruising in 4th gear. I down-shifted to 3rd for a moderate sprint. The speed didn't really increase while the RPM simply shot up without any resistance. Immediately, I figured the clutch had simply overheated momentarily. So I let the car cool down and took it out again several hours later. Got to the highway, tried accelerating in 5th (high load) and sure enough, the clutch had quit at just shy of a young 12,000 miles.
While this may sound like a premature failure to some, there are some things that should be taken into consideration. First and foremost, this clutch has been withstanding a lofty peak 334 wtq for the last several months in comparison to the pre-production figure of 236 wtq. Remember this graph?
Across the entire rev band, that is a significant torque increase which will very obviously take a toll on a clutch designed for the more modest curve. The original clutch had also gotten me through at least 8 trips to the drag strip consisting of a minimum of 3 runs per trip. Finally, the oem clutch has a delayed release when instantly dumped at a high rpm. This cooks the clutch in the name of preventing that immediate shock from abusing the actual drive train. Smart move.
So the car has been at the shop since Friday. I'm getting a new OEM clutch kit and new flywheel for good measure put in tomorrow morning. I flirted with the idea of upgrading to a sportier clutch and possibly a lighter flywheel while it's apart, but stuck to my philosophy of keeping a weak link. I've often discouraged people from upgrading their clutches, unless the clutch will simply not hold the torque you put through it once in gear. Obviously, many people recommended that I upgrade anyway. Naturally, I questioned myself quite a bit, did some research on flywheels and clutch kits and simply couldn't decide. I was invited to something of a dyno day that my tuner, Shawn Church, had going on with some MazdaSpeed folks. While there, I surveyed his opinion only to find that it solidified my own thoughts. But while I go about explaining the strain a strong clutch can place on a drive train, he cut through the explanation and made a very simple comment; a comment I'll never forget, and one I'm likely to echo for years to come. "The clutch is your fuse in an All Wheel Drive car." 8)
So what about the flywheel? I'm personally not a big fan of lighter revs in a street car. It can add a degree of difficulty to daily putts around town, which this car is used for most of the time. By that, I mean gentle take offs from lights will require more concentrated modulation of the throttle to avoid jerky starts or high let offs. The stock unit served me well, and so the stock unit it shall be. So what's next?
During my WRXs little hiatus, I've been driving around a 2003 V6 Mustang Coupe. The car is bone stock w/ 17 inch bullitt wheels being the only modification. I am going to just put this out there as it is my honest observation. The suspension felt considerably more composed than that of my WRX. For the record, I am on 17x8 rotas wrapped in 235 sticky Kumho XS rubber. The only modification to my actual suspension is the STI Pink Springs. I've mentioned before, that since I added the tires, the actual characteristics of the handling had worsened. I didn't realize how bad it really was until this weekend. Now, I'm not saying the Mustang would out handle the WRX through corners, but it sure as hell felt better. The current setup on my WRX produces an unacceptable amount of body roll that is put to shame by a live axled 'Stang. Furthermore, highway ride is gentle, yet composed, in the Mustang. My WRX, on the highway, will do the Macarena over every little bump, and continue wiggling even after the songs over. So what's the deal? We can send thank you cards to a stiff-walled, sticky tire combined with a luxury-soft set of shocks. Oh, and the Pinks? They've been divorced from my shocks since day one, and their relationship has worsened since the tire upgrade. On the stock rubber, the STI Pinks actually felt like a pretty decent improvement! So none of these parts can be blamed individually. It's when they were forced to work together that made them a bad combination. Like Ringo taking over the drums for Tool. It just doesn't work out.
A set of coilovers and sway bars were a plan for sometime down the line. They have just risen to the top of my priority list and I'm doing research as we speak. I am looking into getting them dialed in for a firm, well composed ride while dropping the front of the car about an inch. That said, I will soon have my STI Pinks for sale along with my STI front lip. The front lip already has some significant scratches on the surface that can probably be sanded out. The good news, is that it has no chips or cracks, but it won't be long if the front is lowered any more.
The obtrusive divider is still in the downpipe, and our website is still being worked on. My upgraded injectors and pump still remain in the trunk pending installation and re-tune. We've been so busy making contacts, overcoming set-up issues, and researching companies we want to work with that the clutch failure almost came as a, "Hey, let's start working on the WRX again!"
That's cool man, it sounds like another fun project. What kind of times were you putting down on the track? Yea the body roll on some of the wrx's is just awful. That's my next mod as well, is to get some sway bars and endlinks.
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rollin on 17's now and they're dirty
That's cool man, it sounds like another fun project. What kind of times were you putting down on the track? Yea the body roll on some of the wrx's is just awful. That's my next mod as well, is to get some sway bars and endlinks.
With 1.8 60 ft times, I'm right in the low 8.5s at the 1/8 mile...This includes a 4200 rpm launch that literally spins out all 4 tires to redline in first, then once it regains grip and the rpm drops and builds up again, I shift to second. The wheel spin is unavoidable, were talking with lower tire pressures too (25 psi).
I will certainly look to addressing the sway bars and possibly the end links while I'm at it.
Quote:
Originally Posted by VD5505
What flywheel did you end up going with? Thats good you are staying with the stock clutch!!
hey boost, long time no speak buddy! so while we are talking about handling, what are your thoughts on the VDC?
Hey there!
I used to view the VDC as a very basic traction control that simply cuts power mid-corner when slip is detected. I never viewed it at all as an advanced system that actively searches for the best possible grip. I viewed it less as an efficiency tool and more as a safety measure when scooting around unfamiliar windy roads. And in a straight line? I can't tell you how many 1/8 mile passes I've ruined just by forgetting to deactivate it.
But my opinion has drifted(pun intended). I wanted to test just how intrusive this system could be. So I decided to take a hot right turn. I down shifted to 2nd, let off the throttle, gave it a light counter-flick to the left, turned to the right while applying throttle. The wheels where chattering for grip as I was under steering far too wide initially. I stayed on the gas, and finally, the outer rear wheel got its dose of power and tightened up my line. Nice recovery! Would I have been able to do that on my own without VDC? Let's just say, I wouldn't have tried it.
So, my opinion varies. For straight line racing, I find it to be an obtrusive, power killer. I make sure to switch it off before any drag race. Conversely, I make sure to leave it on anytime I want to take some spirited corners. Someone with more cornering/handling experience may find it intrusive and feel they can do a better job with it switched off. I personally don't have that kind of experience and wouldn't want to risk making a costly error.
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It had been shuddering for the last month upon any gentle activation in 1st gear, but performing flawlessly upon any aggressive launch, until recently. I first discovered the passing of the clutch on Thursday morning while cruising in 4th gear. I down-shifted to 3rd for a moderate sprint. The speed didn't really increase while the RPM simply shot up without any resistance. Immediately, I figured the clutch had simply overheated momentarily. So I let the car cool down and took it out again several hours later. Got to the highway, tried accelerating in 5th (high load) and sure enough, the clutch had quit at just shy of a young 12,000 miles. 
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