cobb speed density
01-16-2012, 12:25 PM
#1
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cobb speed density
Finally can talk about this.
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
01-16-2012, 01:31 PM
#2
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Location: California
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Car Info: 2009 WRX 5dr OBP
Sounds like the biggest benefits for this is post-stage-3?
Finally can talk about this.
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
01-16-2012, 03:32 PM
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For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
01-16-2012, 04:53 PM
#6
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For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
Last edited by old.guy; 01-16-2012 at 05:27 PM.
01-16-2012, 07:59 PM
#8
For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
01-17-2012, 12:10 PM
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Is this something that those who are at a stage 2 or 2.5 or 3 (whatever stage someone wants to call when doing a TBE, Header, Uppipe, CAI (not a short ram), Turbo inlet. The "bolt-ons") will benefit from?
