RomRaider

2005 Legacy GT Limited
A2WC522N gratis merp patched ROM

standard 04-06 EJ257, B25 heads
3" intake, Cobb Turbo inlet, Blouch 440XT (TD06-20G 8cm)
CXRacing FMIC, GFB Dual port BOV (with weak spring kit)
Delphi/Packard IAT sensor in cold side charge pipe
Stock MAP sensor
TGV free housings

UEL header (looks like Perrin/PLM), up-pipe, divorced wastegate downpipe (looks like PLM)
3" midpipe with long but skinny body resonator
3" to dual 2.5", with Yonaka LGT mufflers

ID1050x, AEM340, FPR/Rails from 06/07 USDM WRX

I think the combination of higher exhaust manifold volume compared to a stock header, along with the 2.5" cold side charge pipe is what keeps this turbo from coming on a little earlier. a 9 blade TD06SL2 turbine in 8CM with a 2.25" cold side charge pipe and smaller volume header would have it coming in earlier for sure.

The CX Racing IC0036 intercooler core is basically beyond it's rated limit at full power from this turbo. Aside from the later than desirable boost ramp RPMs, it does really sing from 4k to 7k quite easily.

Not really enough torque to drive at 50mph in 5th and accelerate, but easily in a better RPM range when 65+ in 5th.

easily cruises around 1500-1600 RPM in third/fourth for city use

tuned idle stability / alpha idle tables for better 0% throttle, idle rpm cruise transitions down to ~1000 RPM in 1st/2nd and 1200 RPM in third

tuned hot restart, primary enrichment, and afterstart warmup enrichment to get the best idle

pedal to throttle ratio is basically 1:1
fuel cut at 7200 RPM. throttle closes to 71% max at 7000 RPM from 100% at 6800 RPM, and then closes to about 13% by 7250 RPM, and 6.x% by 7500 RPM. In the event of not shifting before 7,000 RPM, instead of hitting fuel cut at full load, it attempts to decrease the engine load before cutting fuel by closing the throttle.

idle ramps up to 1500 by 230F coolant temp. as people tend to not always check all the dash every second of driving, a soft way to indicate cooling system failure is a higher idle, besides decreasing boost, running richer, with less timing. high idle but you're not cold temps anymore? time to pull over.

Updates for

Target boost (accuracy for lower boost error), wastegate duty
Open loop, min OL AFR (throttle)
CL AFR table
CL and OL ECT comps
Primary enrichment / warmup enrichment - finished adjusting for TGVs and related airflow things
small tweak to CL/OL throttle transition (RPM)
made and applied a smoothing feature to my timing table, slight adjustments for idle/transition to low rpm/low load
small adjustment to AVCS
adjusted the main idle rpm tables
small adjustment to requested torque tables, defined and adjusted calculated engine torque table

defined evap solenoid duty and solenoid control tables, updated to newer OEM strategy
defined and updated IDLE stability / other alpha idle tables
added defs for the rest of the x-tau/wall wetting tables - total of 11, but only 5 were adjusted
added hotstart defs - adjusted

the culmination of tau/wall wetting table changes are going to be finishing testing today/this weekend/this week. this should probably be it for everything as the vehicle sits right now.

between all the other changes, cold start warmup is really dialed in, driving when cold, driving at lower rpms in taller gears, and hotstart conditions are all sorted out.

exceptionally responsive to throttle change, just too bad the turbo doesn't spool/come in quicker at lower rpms and higher throttle. it' a great daily for driving under 3,000 RPM, but when you hope for the small turbo torque response, it just isn't there of course. comes alive after 3600 RPM though.

tau table changes (latest) are mostly for load descending / tau / tip-out and high rpm conditions to really clean up the smoothness and response at the outer ends of dynamic throttle change.