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2 minute(s) of a 100 minute read
11-17-2012
Next stop: BPM TMIC 
Beamed at your face at approx. 186,000 miles per second via DROID BIONIC
11-26-2012
Four parts on order:
1.) KSTech TGV-Blockoffs
2.) Grimmspeed Phenolic spacers (3mm)
3.) Gates timing belt kit
4.) Tactrix OpenPort2.0 to replace my Cobb AP
11-29-2012
12-8-2012
Winter wheels are on the car as of today 
12-11-2012
Because I've switched exclusively to the MBC (for now), I was able to bring down the boost to compensate for the lower pressure drop of the BPM TMIC (~0.8 PSI pressure drop for the BPM and ~3.0 PSI pressure drop for the STi TMIC). As such, I was able to install the BPM TMIC on my current pro-tune without having to adjust the timing. Here's why: Running the lower pressure drop means I can target 21.3 PSI at the compressor nipple rather than 23.5 PSI to achieve 20.5 PSI at the MAP sensor (post TMIC). This has the benefit of a lower intake charge since I am running well within the efficiency range of the turbo and the BPM has significantly better thermal exchange properties compared to my previous STi TMIC. Since lower charge temperature lends to a lower laminar flame velocity in the cylinder, the combustion pressure wave will impact the cylinder after TDC -- For Heide264, this means my spark advance is well after MBT. While I'm not making as much power this way until I tune the timing, I'm also not pressure spiking from igniting prior to MBT. The disadvantage is that I will run slightly higher EGTs due to the retarded timing compared to MBT, but I don't believe the increase in EGT will be high enough to cause any issues.