Some Changes

We have recently made some changes to how we sell our products, and our online store will be deactivated for retail sales. Please use the new link in the menu to purchase products or visit one of our other dealers to purchase our products and services. You may find our products at Xero Limit, Goodwin Racing, Bell Engineering, 86Speed, and several other vendors throughout the US. The legacy store will remain active for a few more months so that pending orders can be checked on. Please use the following link to go to the legacy store:

Moto East NC MX5 Miata/Duratec/MZR Intake Manifold Results


We have published some numbers in the past, but this time we put to test a very popular combination–our stage 1.5 cams and the intake manifold and an easy to get off the shelf header (Goodwin 1.8″). The results? Outstanding! We picked up around 24 HP at 7000 RPM and 18 at peak power versus a car with just cams. Compared to 2.5 without cams, we picked up 50 WHP at 7000 RPM. While we always strive to back up our products with significant R&D, it is no small feat to make 10 horsepower NA, let alone this much. This is one of the few products that will consistently increase output on a naturally aspirated motor. Many companies have made intake manifolds/ITBs and have had more issues than improvements–we are very proud to have accomplished something that works this well. 202 WHP NA without needing our large primary header–this is a simple Goodwin Racing 1.8″ unit that costs only a fraction of that and bolts up to the stock exhaust. While the gains are more substantial with our 2.0″ header, the cost to benefit makes more sense for most folks to stick to the small shorty header, unless racing is the exclusive use. Note that we picked up another 6 HP with our full 3″ CAI that is specifically designed for the intake manifold, though the standard 2.75″ intake still works quite well.

Cam equipped baseline versus the intake manifold, 3″ CAI, and the same cams. There will be a torque drop below 4200 due to the runner length, but at race engine speeds there is a substantial gain.


Below is what a “bolt on” 2.5 does compared to our 2.5 with cams, 3″ intake, and intake manifold. At 7000 RPM there is more than 50 additional HP and 40 more TQ. Very few platforms can see gains like this without forced induction. Because our 1.5 cams add so much in low end torque, there is only a minimal drop below 4,000 RPM compared to a stock 2.5.



And on this graph you can see what our large primary 2″ header does in comparison to the 1.8″ Goodwin off the shelf unit. Both cars have the same cams, the same intake manifold/CAI setup, but the red (higher) plot uses our $1649 header and a full 3″ exhaust. Pricey, but this is the only way to get the last bit of power out of the car using stock compression.


2015 WRX Turbo Kit Results!



After straightening out some ignition issues we got the 15 WRX back on the dyno. This time it put down a solid 444 WHP. Unfortunately we have reached a point of diminishing returns, where a bigger turbo will put us into an even lower efficiency range with the heads/cams, while a smaller turbo will not be able to achieve 500 whp that we are targeting. This being the case, we are going to explore doing a BRZ head/cam conversion.

Our 2016 Open House is ON! May 21st, 2016.


FA20 Head Flow Data – WRX vs BRZ vs Ported WRX

R&D is not cheap, but looking at data only tells you so much so we regularly push our cars as much as possible. Then we can find out the limits before we send any tunes out.

In this instance we were in the process of testing exactly how much boost we could get away with on as low of an e-content as possible, and at 27 psi we found out. 40% and 27 psi. A single pre-ignition event lead to head gasket failure that blew out a freeze plug in the head, which then turned the oil into a milkshake and instantly took out everything but the rods and cams. Worst possible time too as we had 3 customer FA20’s waiting and we knew we weren’t going to get to rebuild it for a good while. We put that time to use though. Knowing that the WRX heads likely flowed poorly based on just eyeballing them, we spent some time working on the heads to see how far we could go without going as far as moving to BRZ heads. While the D-4S toyota heads are incredible, they make the whole thing quite expensive. Instead we tested the stock WRX, BRZ, and mild port WRX, and then mild port WRX without the metal splitters. Here’s the data utilizing stock valves:


The flow numbers show that it is likely very worth the effort. Once we get it back on the dyno we’ll know for sure. From purely a financial standpoint, this is achieved for around $500, versus $1000+ for BRZ heads. Obviously the overall cost to convert to the BRZ setup is much higher than that. Not surprisingly the exhaust side is near identical.

Given the turbo we selected is the GTX3076R, with this, WMI, and an auxiliary injector setup we should now be well equipped to push 24-25 psi to 7500. That ought to put us right at the GTX capacity of about 450 torque and 550 hp without hopefully resorting to race gas. With 40% ethanol we should be able to get similar knock resistance to 98 octane, and with WMI/auxiliary injection push it even further.

Anything bigger than that then likely a BRZ head conversion would make a lot more sense, but who knows. If we can keep making power without having to ramp up boost with revs then we may be able to break 550.

ND MX-5 Miata Moto East Tuning Results

For those that know us in the Miata world, you’ll recognize that we operate very differently than your typical performance shop. We always look at everything empirically, and ensure we are 100% confident in our product before pushing it out to the consumer. This means sometimes it takes longer to release, but the end result is that quality and reliability are always better. This is one of the reasons racers use our tunes and our products, and why you’ll find our tuning used across several platforms, racing classes, and most of the Pirelli World Challenge MX5’s that run today. We also supply hard parts for racers that are specifically designed for race use, with many of those features trickling down to the consumer products (i.e. our intakes, turbo kits, mufflers, flex fuel kits, intake manifold, header).

For the ND we partnered with Eurosport Racing and in Joliet, IL next to the Autobahn Country Club race track. For this round we are doing two of the cup cars, one without a header and one with. Dyno used is a dynapack. This particular dyno gave us a baseline of just over 132 WHP on the totally stock cup car.

We started by first gathering a good bit of data from these cars and some road cars. This is a very important first step in understanding exactly how this ECU operates. To make power, we first worked the air fuel ratios to find out exactly where we are making best power. From there we worked on the cam timing to find the most optimal combination of overlap. Once we did that we moved on to the ignition timing. Reason for this sequence is to ensure that knock retard is minimal and we can differentiate what is actually getting us the gains.

Initial impressions? The stock tune is VERY good as is. This is no surprise, and as already discussed previously the car is very much designed to “ride” the knock sensor and always be at peak timing. However, with good gas (93 or better) you can start to get the more substantial gains.

After the first day we got the first car done (stock cup car), and the results are outstanding! From 132 we went up to 145 to the wheels. Below is a version with the stock rev limit.


On this version we stretched the limit to 7200, and power held all the way! Throttle is being cut here by the ECU, and this will be fixed with an update from EcuTek in the very near future.cup-car-stock-after

Header Testing/ Day Two

Day two we had set aside for the header equipped car. With direct injection, scavenging is critical in making power. One of the reasons we are so successful on the BRZ/FR-S platform is our ability to fine tune for each header on the direct injection FA20. This proved valuable experience here and saved us a good bit of time. The Mazdaspeed header is a great design, with maybe just slightly smaller primaries than what we would have liked. But being a truly equal length, it has the advantage of making more peak power at race revs (4500-7500) but that will come at a slight cost for the street user—the “torque dip” that every BRZ/FR-S owner is intimately familiar with. 20+ ft/lb dip in the low range. These can be slightly massaged with cam timing, but they are actually caused by the physics rather than tuning, and can only be worked on so much. Towards the end you can see we got rid of the worst of it at 3500, and really made the most of the the header throughout.


The simplified explanation is that the same pressure waves that are responsible for scavenging and the >100% VE at high RPMs, resonates at low RPMs and interferes with power delivery. With all this in mind we took the tune from the day prior, and then began to iron out some of the areas where the header needs changes. The result? Yet again we were blown away with how well the car did. In comparison the 132 to the wheels factory, 145 tuned, we hit 156 with the header and tune! The ND does not fail to impress here, showing slightly higher gains from both tune and header than what we saw with the NC.

Dyno Compare

At this point we are going to keep tabs on the cars and see how they perform throughout the season. During testing we continued to make power with every bit of timing we added, however, we were approaching the range where diminishing returns tell us that we are very close to MBT and it is best left just a hair under that to leave some margin for heat etc… So with this we are 100% confident that folks will find great value for both street and track users with tunes, especially with the addition of modifications. Given this data we are officially taking our tune off of “beta” and it is now officially released.

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Introducing the 2008+ and 2015+ Subaru WRX/STI Factory Replacement Tune

If you have an 08+ WRX/STI (including 2015 and up) then this tune will make it perform as it should have from the factory, but with minimal impact on reliability. For those covering 100k+ miles on their vehicles, raising boost to 20 psi and running AFRs for best power is not the way to go. While they do run great that way, reliability will be reduced due to the increased load on the engine. What we set out to do with this tune is to create a “factory replacement” tune, that leaves boost levels modest, but addresses the lean AFRs, delayed closed loop, and lackluster cold weather performance.

  • Open loop timers are zero for instant open loop operation with less transient knock.
  • 11:1 AFRs for maximum cooling and detonation resistance.
  • Optimized per gear boost and ignition timing maps to reduce knock at prolonged wide open throttle applications.
  • Mildly increased boost to 15 psi in road mode, 17.5 psi in race mode (S#), stock boost in I mode (14 psi)
  • While peak boost is only slightly increased, it is held longer and comes on earlier.
  • Wastegate duty maps optimized to reduce boost spikes
  • Increased knock control and ignition learning range
  • Significantly improved cold weather performance. Full boost even in cold weather.
  • Increased torque holding above 6000 RPM.
  • Approximately 30 torque peak gains in the warm weather, 50+ torque gains below 45 degrees F on the STI, 20-40 on the WRX.

Requires EcuTek ProECU kit and EcuTek license. This tune is available in any of our STI/WRX EcuTek packages.


2008 Subaru WRX STi




2015 WRX Gets an Upgraded Turbo

After having an unfortunate situation with our 2015 WRX at just shy of 5,000 miles on the clock, we figured we’d make the most of the situation. After doing a fully built forged motor, we decided to use the old engine as a jig to make a turbo system. For this one we used a GTX3076R, same as the FA20 BRZ we built last year. With a powerband that hits from 4000-6500, it’ll be perfect for the track. Once we have access to an upgraded HPFP, we should be able to stretch that powerband to 7500+. Until then we’ll use water/meth injection on the street to get the higher numbers, and simply limit boost at high RPMs for the track. On with the show….


The turbo sitting on the jig. We used a merge collector for this prototype, along with just plain mild steel pipe for ease of modification. This is schedule 40 stuff so it will hold up to even track use.


The downpipe has “production” welds. The reservoir tank is some scrap aluminum we welded together so we can get the dimensions needed.


Here you can see the full setup, downpipe is a catless unit with an auxiliary wideband.


As with any stainless piece, we backpurge the entire pipe. Time consuming and expensive, but it means no corrosion down the road and unrestricted flow.


The final layout. Utilized the stock top mount location (upgraded intercooler here though) and very low profile. Even the stock intake scoop fits!


The charge pipe. We are using a TiAL Q BOV, with a tee fitting that will be used for water/meth injection later.

After driving the car a few things became clear. The TiAL BOV opens up under idle vacuum, which is normal for this valve. Converting to speed density solved the tuning issues resulting from that. Thanks to EcuTek, we have the RaceROM functionality which allowed a full speed density conversion which runs as smooth as OEM. Amazingly enough the VE table they supplied worked 100% dead on compared to our MAF tune. This allows us to run a softer spring and minimize compressor surge and preserve our turbo.

Now for the most important thing, how driveable is this GRX3076R on a 2.0l? Actually, it is not half bad. It makes much less boost below 3500 compared to the stock turbo, but this turbo at 5 psi is more fun than the old at 12 psi at 3000 RPM. So yes, slower below 3k, about even 3-3600, then completely takes off after 4k. Meat of the powerband is 4500-6500. After that the direct injection runs out and we have to drop off the boost. Hopefully we will see some upgraded HPFP upgrades soon, if not then the Aquamist water/meth system we have waiting for us in the box will go a long way to maximizing the powerband.

MZR/Duratec Oil Filter Relocation/Oil Cooler Plate

We’ve been at it again with CAD. This time we addressed a weakness of the Duratec/MZR oiling system, where the factory cast oil filter bracket can break off where the nut mounts, and leave a big puddle of oil in the middle of a track session. We’ve now made it easy to relocate your oil filter as well as add an oil cooler/turbo feed/or oil temp/pressure senders. This is 100% US made and machined, designed completely in-house.




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NC MX5 Turbo Kit – Oil Feed Testing

The two prior turbo kits utilized a sandwich adapter and a banjo feed adapter. The banjo method actually works well, but it takes a good bit of effort to ensure that this connection is leak free and aligned correctly. The alternative method we have seen is the sandwich adapter. This is not something we would do given the fact that we have had customers actually lose the entire filter assembly due to the additional stress the weight of the adapter adds. Our solution is simple yet reliable. We custom machined fittings in-house that utilize the correct thread size for the factory sender, then integrated a -4 AN feed. This is the preferred method but the fitting size is not a readily available part.

Once we finished making the first prototypes we had to ensure that you couldn’t break it if you tried. So with a specified tightening torque of 15-20 lbs, we pushed it as far as it could go. Results? 106 ft/lbs before failure! Needless to say this final hurdle has been overcome!