![]() ![]() Now that we got that out of the way, how can we make more powahhh? To earn this rating, the engine must provide 250 ft-lb of torque at 4300 RPM for 60 seconds. Consider this, and the amount of resources the OE put into designing your engine controller when you decide to make a change. Lets say your vehicle has a factory rating of 280 hp and 250 lb-ft of torque at 4300 RPM. One example of this is the SAE horsepower rating. They have a lot of requirements to mee which is part of the reason things don't always make sense to us car buffs. Before the engine ever sits inside a car it has been graced by a group of god-like individuals who know the engine better than you know your own di- I mean hands. They use huge flow benches and have entire facilities dedicated to engine characterization, so you can bet your life savings that the MAF curve and target AFR are there for a reason. The OEM has vast resources and characterizes the computer to the engine. The car ran best when it drove off the dealer lot. So lets get back to that and think about why for a second. For this article I want to talk about tuning the factory Subaru ECU. They are all vastly different ways of doing almost the same thing, with different priority levels. ![]() ![]() I'm a total nerd and car guy, I've rebuilt carburetors and distributors, I've built megasquirt's and tuned them and I've tuned my Subaru with the factory computer. Let me qualify myself before we get into anything. ![]()
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