Fuel Your Addiction
The airflow capacity of the Blouch turbocharger requires improvements to the fuel delivery system. A DeatschWerks 320-lph in-tank fuel pump supplies fuel to a quartet of Dyno- Comp 1,000 cc/min injectors. After increasing fuel, turbocharger size and engine displacement, recalibrating the fuel and ignition tables was a must. ECUTeK reflash software was used to tune the fuel and ignition tables for daily driving on pump gas as well as 109 octane-fueled weekend track events. At 28 psi, the STI put down 565 horsepower and 500 lb-ft torque to the rollers of a Dyno Dynamics AWD dynamometer. By comparison, a stock STI on the same dynamometer produced 230 horsepower. In track form, the STI runs with roughly 2.5 times (146-percent) more power than the factory EJ257.
No Tumbling Down
Some OEMs incorporate a tumble generator valve into the intake tract to create turbulence and improved air/fuel mixing when an engine is at idle and low-speed. The benefits are improved cold starts, efficient low-speed operation and lower emissions. The compromise is that the valve obstructs the airflow leading into the combustion chambers under throttle. Tumble Generator Delete kits eliminate the valve and its benefits in exchange for an unobstructed runner and improved performance on the throttle.
To The Tarmac
Additional horsepower is meaningless if it can’t reach the pavement effectively. To that end, an ACT lightened flywheel and heavy-duty clutch were enlisted to transfer power from the crankshaft to the input shaft of the STI’s six-speed transmission. The driveline turns a set of Volk Racing RE30 wheels mounted with Hankook C51 race tires to ensure optimum traction on the road course. Off the track, Nardi’s commuter setup consists of Advan RZ wheels wrapped in Bridgestone Potenza RE-11 tires.
Don’t Get Faded
Brake fade is the condition where braking performance degrades as temperatures exceed the working range of the pad-and-rotor combination. One solution is to increase the amount of friction surface and heat seat available with a big brake kit. For this Subaru STI, a Brembo High Thermal GT big- brake kit replaced the stock system at all four corners. This kit features six-piston forged monoblock calipers up front and four-piston units in the rear. Larger diameter vented rotors and more aggressive pads complement the system to ensure consistent braking throughout each driving session.
The Payout
With the build finally completed to his specification, Nardi is able to enjoy his dual-purpose STI regularly, attending anywhere from four-to-six HPDE venues throughout the west coast annually. He states, “It was well worth investing with someone that is professional and competent to take the STI to where it is today than to have gone to someone for less money who may not care about the build, customer service or their own reputation.” As Nardi gains confidence, skill and experience on the track, he plans to further enhance the STI with a larger turbocharger, race buckets and harnesses while retaining the streetable nature of his build. Someday he’ll cross the line and convert the chassis into a full racecar. In the meantime, he’s happy to get his occasional performance fix during track days and on the ride to work.
