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Old 06-05-2014, 04:08 PM   #1
WRXt4cy
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Member#: 172698
Join Date: Feb 2008
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Location: Des Moines, IA
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11 STi Dom_3.5 E85
02 v8 Spec C E85

Default WRXt4cy | 2011 STi | project NASTI

This is meant to be journal so its going to be a longer read. My current setup will always be listed at the bottom of this initial post. For those that what some deeper insight, I have tried be detailed without getting too carried away. I have to give a ton of credit to my wife. She has been extremely supportive and has become equally engrossed in Subarus. At some point she will get a journal started for her Subaru, a 2002 WRX with an EJ207 drivetrain swap.

I call this project "NASTI" because the objective of building up my car has always been to make it what I like to call a "nasty street car". To me, a nasty street car is one that doesn't come off as heavily built up or particularity fast when observed by the average car enthusiast. Its meant to surprise people with its performance while appearing and behaving like an average Subaru when not being driven hard. My car maintains a fairly clean and stock looking appearance and my modifications are meant to be as clean and as stock appearing as possible. I do like to do some open track day racing so some of my setup and modifications have been chosen support that. I like my car to be able to be daily driven, but still turn a solid lap time with nothing more than fresh oil, track pads and decent tires. I also like to take my car down the drag strip once in a while to see how it stacks up but nothing in my setup is geared specifically towards drag racing.

I've been into Subarus since my first one, a 2004 WRX. It saw some light mods and tuning and was then traded in for a 2005 STi. Before I got too far with that car, it was hit by a drunk driver and totaled while my wife and I had it out one night. We replaced it with a new 2011 STi sedan which has been taken from bone stock to a little bit over 500 whp so far after owning it for 3 years. I've done all the modifications and tuning myself. It has been a long and challenging road but a great learning experienced that has allowed me to develop a strong working knowledge and tuning skills for this platform. I've become an asset in my local community; providing advice and tuning to those that need it. I felt like it was finally time to share my project on NASIOC so I can give back and help others with the things I've learned and done with my own car. I'm am right in the middle of taking the leap from a stock long block to a fully built engine and this seemed like a good time to get a journal started. My car has only had bolt-ons up to this point but I'll start by providing the history, then catch up to where the car currently sits and continue updating as I go. I made it to 32,000 miles on the stock engine and it still had perfect compression when I pulled it out last week.

Any and all constructive feedback is welcomed and I'm always open to discussion on anything I've done with my car.

Thanks for looking and enjoy!






Current setup:

Bottom end:
Outfront Motorsports closed deck block from Off The Line Performance
CP 9:1 CR pistons
Wossner H-beam rods
OEM crankshaft w/ King bearings
Custom 1/2" ARP headstuds
12mm oil pump
Killer B pan, baffle, pick-up

Heads:
GSC +1 valves
GSC Beehive springs
GSC S2 cams

Mods:
Blouch Dom 3.5 XTR turbo w/ 3" inlet, 10cm exhaust
Killer B header/up-pipe
Invidia catless downpipe
Greddy Evo 3 catback
ETS 4" core FMIC with 3" maf-less intake
AMR 3" hard inlet
TIC Composite TGV deletes
TiAL Q BOV
FiveO motorsports Black Ops 1400cc injectors
Walbro 400 fuel pump
FuelPro fuel pump controller
Flat4 Motorsports PTFE line/rail kit
Aeromotive FPR
Grimmspeed EBCS
AEM 3.5 bar MAP sensor
AEM intake temp sensor

Tuning:
Cobb AccessPort V3 running Speed Density
Tuned by me

Suspension:
GTWORX/Bilstein cup kit w/ RCE Yellow springs


Sponsors:

http://www.offthelineperformance.com/

http://www.subispeed.com/

http://www.flat4motorsport.com/


Vendor/companies that have supported my build with excellent products & service:

http://www.cobbtuning.com/

http://www.extremeturbosystems.com/

http://www.outfrontmotorsports.com/

http://www.killerbmotorsport.com/

http://www.bptstore.com/

http://www.grimmspeed.com/

http://www.fiveomotorsport.com/
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Last edited by WRXt4cy; 06-11-2014 at 12:49 PM.
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Old 06-05-2014, 04:09 PM   #2
WRXt4cy
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02 v8 Spec C E85

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Here she was on the day we bought her. 5 miles on the odometer. We got to literally drive it off the showroom floor.



And the 2005 STi she was replacing:






I got the car home, changed the oil a few times by around 800 miles and then the modifications began. I started off simple with a cat-less down-pipe and the Invidia Q300 catback. I tuned it for the 91 octane that was easiest to get but it was pretty limited on the power I could get out of it safely. I re-tuned it for 93 from a station that was about a 20 mile round trip to fill up at. Not convenient at all but worth it for the piece of mind and better power. Next I added an AEM cold air intake and then a Grimmspeed 3 port BCS for tighter boost control. This setup held me over for about a year and 10,000 miles or so. E85 was becoming more popular in my area and 5 stations had started carrying it within 5 miles of my house. I made the switch at beginning of 2012. Parts added to support it were a set of FiveO motorsports 1000cc injectors, a Deatschwerks 65c fuel pump, and a Go Fast Bits Respons bypass valve. I gave it a fairly aggressive tune to see what kind of limits I could find. Boost was running at 23.5 to 24 psi peak. I put down a few track days on this setup and on the dyno it made 364 whp and 438 torque. Of course those are peak figures so the numbers look nice but it didn't carry the power out very far.

Last edited by WRXt4cy; 06-05-2014 at 05:08 PM.
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Old 06-05-2014, 04:09 PM   #3
WRXt4cy
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02 v8 Spec C E85

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I was getting bored at this point and was ready to go beyond the stock turbo. I decided to add a couple more supporting mods first. I got in contact with Grimmspeed about their new TMIC. Myself and good friend were looking to stay with a TMIC setup but wanted something that could handle ~500 whp on E85 with 30r sized turbos. Grimmspeed sent us each one to test out. They tapped them for an IAT sensor because speed density tuning had become available and we wanted to take advantage of it. This worked out nicely because reading the air charge temperature post IC would give us a good idea just what this one could handle. I added a set of composite TGV deletes at the same time.







Even on the stock turbo, the power held much better out to redline with the extra efficiency of this intercooler. I was immediately impressed by that as well as the attention to detail, fit and finish. This is pretty much standard with all Grimmspeed products from my experience.

The other big supporting mod I wanted to get ahead of a new turbo was a better header. I looked at all the various options out there. Knowing that my car would see a lot of track time and wanting something well engineered, the Killer B header became the obvious choice. It carries a high price tag but I can honestly say its a product that is worth every penny. It is isn't cheap to make being 321 steel. I decided on header wrap vs coating it and picked up some DEI titanium wrap. I have about 6,000 miles on it and it still looks like it does in the picture.



I love the v-band connection for the up-pipe and the ability to get a DIY rotated up-pipe for the future. Like the upgraded TMIC, this header made a noticeable improvement to the mid range and top end even on the stock turbo. My observation was that there was a tiny bit more lag with the turbo coming in but it hit and held much better. I was also very happy with the sound but that was just icing on the cake. Not at EL headers sound good IMO but I was happy with the sound from the Killer B:

https://www.youtube.com/watch?v=wEKspBZ8_n4

I got a track day in on this setup and was very happy with how the car did. The only suspension upgrade I have done so far is the GTWORX/Bilstein kit with RCE Yellow springs. This really cleaned up the handling IMO but there's still a bit of understeer although I find it very manageable. I'm also running Federal 595RS-R tires in a 255/35R-18 profile. They impressed me on the track as well.

Here's one of my faster laps of the day:

https://www.youtube.com/watch?v=gSjnpiVh4qM

Last edited by WRXt4cy; 06-05-2014 at 04:22 PM.
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Old 06-05-2014, 04:09 PM   #4
WRXt4cy
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02 v8 Spec C E85

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Finally it was time to take the big leap. Ditch the little baby VF and put on a big-boy turbo. The question was, which turbo? There were a lot of factors. Budget, power goals, etc. Rotated has shown it strong advantages but requires a lot of supporting mods and changing out of parts I already had at this point. I knew rotated was in the future but I wanted to get there as a next step after trying something stock location. I also wanted to stick with the TMIC initially and see what its limits were. I knew I needed to get a turbo that would respond well for its size yet be able to make really good power and carry it out pretty far. I had been very impressed with the the Dom 3 XTR turbo. By this time, I had tuned a handful of setups that were using it. I saw the Dom 3.5 and saw that Manitou had some really good results with it on his FXT. I called up Blouch and talked to them for a while and discussed my goals. They explained the bigger exhaust wheel on the 3.5 was a better pairing for the EJ25 with its displacement. I was sold and they got one on its way to me.



More fuel was in order for this new turbo so I ordered up some 1400cc Black Ops series injector from FiveO motorsports. I had great luck with my 1000s and have tuned many sets of their injectors without running into any issues. The Black ops series features very low response times as well as stainless internals for use with Ethanol fuel.

I also picked up a Walbro 400 pump and a FuelPro controller from the makers of the DCCDPro. I felt like the stock fuel pump controller isn't up to the task of handling the draw from the 400 and I wanted something that would regulate the pump duty rather than just running hard-wired. So far the FuelPro has been great. I'm on their 2nd version after some over-heating issues I had on long drives and v2 is working out great.

Just for fun, I decided to find the fueling limits of the 65c with the 1000cc injectors. I got to around 20-21 psi and I was out of fuel. I would guess this was in the 420-430 whp range. The 1400s and 400 soon went in and boost was raised to 24-25 psi in Sport #. Sport mode was left at 21 psi for track use and other times I didn't want to push the limits. Duty cycle at 25 psi was around 82-84% so it was looking good for still running stock fuel rails, lines and a regulator.

I went to the 2013 Subaru shootout on this setup and ran a 11.5 @ 119 mph. I had never actually drag raced before and this was my 2nd time ever making a pass so I was pretty excited. My target was 11.5 so I was happy to had hit it. I practiced a few launches the night before and got myself used to flat foot shifting so that helped out.

https://www.youtube.com/watch?v=c6FqRHXZ3xc

https://www.youtube.com/watch?v=oDqKRmUcaws

I got the car on a Superflow dyno to see what this setup was making. A stock 2013 STi put down 219 whp and 236 wtrq on this dyno for reference. My car put down 512 whp and 430 wtrq at 24 psi which was about what I expecting. Granted this was 1 hit on the dyno after letting the TMIC come down as cool as it could get. My trap speed and weight suggested whp being around 480. Based on the rise of intake temps through the 1/4 mile pass, a loss of about 30 whp through heat-soak seemed to make sense.

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Old 06-05-2014, 04:09 PM   #5
WRXt4cy
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02 v8 Spec C E85

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For 2014, I started gearing up for more. I decided to find the power limit on the Dom 3.5 XTR turbo. I have been very happy with it at the boost level I was running so I decided to find out just what it can do before going with something bigger and rotated. First I needed a some more supporting mods.

The Grimmspeed TMIC was getting pretty hot by the end of long pulls at 24-25 psi. I had to bite the bullet and go with an FMIC setup to get more core and put it in a better place. My needs for an FMIC setup were: 1. superior quality - I have seen so many trashy looking kits. I didn't want anything like that 2. Good design - had to flow counter-clock-wise to keep from crossing hot side pipes with cold side pipes. Needed to mount up well also. 3. Good core - needed to have nice construction, good fin density, etc. I wanted something I wouldn't need to replace to handle more power in the future.

I ended up with the ETS 4" kit. They met all my goals and I have been extremely impressed with their kit. Everything is top notch and they use a Garrett core as well. They also offered with a TiAL flange and IAT bung for speed density so that was a bonus. In keeping with the stealth look, I had them to the black anodizing. I also went with a TiAL Q blow off valve.





I kept the boost at 25 psi and found that on a 1/4 mile run, I now only gained 1 to 2 degrees of intake temp. The Grimmspeed TMIC would gain close to 30 degrees at times. Needless to say, the top end was much stronger after this FMIC and its barely breaking a sweat. This is an apples to oranges comparison. The Grimmspeed is a fantastic TMIC but this illustrates the advantage of going to an FMIC setup.

The other big supporting mod I wanted to do with the front half of my fuel system. Lines, rails and a regulator. Like I always do, I started researching my options. The choice became clear pretty quick. Phil over at Flat4 motorsports had developed his own kit. Coated PTFE lines, pre-cut with fittings, and an Aeromotive FPR. With a little creativity, I found a good way to run the lines that maintained the factory fuel flow order to the injectors. The FPR mounted nicely on the intake manifold. I'll add some better pictures of the rails, lines and routing soon.




The thing I was most immediately impressed with was how smooth the car finally drove. Anyone with a GR STi knows about the hesitation issues. You can throw all the mods and tuning you want at these cars and make a good deal of improvement but I've never felt the smoothness I do now until I did this kit. That has been a really nice improvement. On top of that, injector duty cycle dropped a bit, even at stock fuel pressure.

Last edited by WRXt4cy; 06-05-2014 at 04:15 PM.
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Old 06-05-2014, 04:10 PM   #6
WRXt4cy
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11 STi Dom_3.5 E85
02 v8 Spec C E85

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It was time for a built motor. I had pushed the stock motor about as hard as I felt comfortable doing. I knew I was risking failure but I wanted to see what it would handle. I felt like I accomplished that and decided to quit while I was ahead. I also didn't want to risk having a big failure that would ruin the heads. Being able a sell the bottom end was a bonus as well. I did final compression check right before pulling the motor and it 140 psi on all four. Not bad for the abuse it had seen. I had noticed a bit of coolant being pushed when after long runs. I believe I was lifting the heads just a bit which I could see on one of the heads after tear down. Over-all, I was impressed how clean the stock engine was. I would have to say E85 and always running an AOS or catch-can was the reason.








For the new motor, I wanted to over build to stay well within the limits. I decided something build to handle ~700 whp would work well. I personally didn't want to try to reach anything beyond 650 to the wheels. I think that is already asking a lot from just four cylinders. I had followed a lot big build threads and tried to get a feel for what worked and what didn't. I saw way too many sleeved guys having issues with their sleeves dropping. I didn't want to have to worry about that. Outfront motorsports was on version 3 of their closed deck block. I had been following Crystal_Imprezav's thread with a lot of interest: http://forums.nasioc.com/forums/show....php?t=2426096

A couple other local guys were also looking for big power so we get a hold of Outfront and ordered up a few of their motors, built to spec. I opted for:

9:1 CP pistons
Wossner H-beam rods
OE crankshaft w/ King bearings
Custom ARP 1/2 head studs
JDM 12mm oil pump

9:1 CR seems like about as high as the EJ engine likes to go and it seems to work very well for E85 cars. I wanted to improve the low end and get more power with less boost so that was the reason for the choice of pistons.

I had a hard time finding much info on the Wossner rods but the company is very popular in Germany and has a strong reputation. They were an upgrade from the standard Manley H-beams and Outfront really likes them due to being very strong yet very light. Going back to my desire to do track racing, I decided to stick with the lighter rods instead of stepping up to something stronger but heavier.

I went for the 1/2 studs because I've seen people lift heads at higher boost on these engines, even with ARP studs. We only have 6 studs to hold head down down for 2 cylinders on each side. Couple that with out softer aluminium blocks and I can understand why it happens. I wanted to avoid that so 1/2 studs were chosen for their tensile strength and because they have better thread engagement.

The JDM 12mm pump was recommended for my use of the car and to turn higher rpms with a dual avcs engine.



I also sent the heads to Outfront for upgrading. They needed machined for the 1/2 studs and I had them do a full GSC valve train. I also had them do +1 valves, beehive springs, and GSC S2 cams.

Last edited by WRXt4cy; 06-05-2014 at 04:16 PM.
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Old 06-05-2014, 04:17 PM   #7
WRXt4cy
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02 v8 Spec C E85

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As things sit now, the heads have finished up at Outfront and are on their way back to me now. I am planning to have the motor in and running by the end of the weekend so I can get the car down to Scoobapalooza in St. Louis the following weekend.

I'll post some pictures of the heads when they come back.

Other goodies going on with the new motor include:

Killer B oil pan, pick-up and baffle
Mishimoto X-line radiator, hoses & thermostat
AEM 3.5 bar MAP sensor w/ Cobb adapter
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Old 06-05-2014, 04:58 PM   #8
team X
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hell yes!!! Keep them coming Graham!
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Old 06-05-2014, 05:53 PM   #9
sc00ter
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Love this thread! Excellent progress with what appear to be little to no headaches.
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Old 06-05-2014, 05:54 PM   #10
WRXt4cy
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02 v8 Spec C E85

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Quote:
Originally Posted by sc00ter View Post
Love this thread! Excellent progress with what appear to be little to no headaches.
Thanks! My approach has been to keep things as simple as possible, learn from other builds and research until I'm blue in the face before making a change of any kind.
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Old 06-05-2014, 06:21 PM   #11
sc00ter
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Quote:
Originally Posted by WRXt4cy View Post
Thanks! My approach has been to keep things as simple as possible, learn from other builds and research until I'm blue in the face before making a change of any kind.
A man after my own heart. It's rare to see others take the "measure twice and cut once" approach these days. It's paying off well for you and the car. Great to see.
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Old 06-06-2014, 10:35 AM   #12
WRXt4cy
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02 v8 Spec C E85

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Quote:
Originally Posted by sc00ter View Post
A man after my own heart. It's rare to see others take the "measure twice and cut once" approach these days. It's paying off well for you and the car. Great to see.
Yeah... I deal with it constantly doing tuning locally. I've finally have the guys around here checking in with me before making changes. Saves a lot of time and headaches.

-------

I picked up my intake manifold and turbo inlet from the powdercoating guy last night. Very happy with how they turned out. The match to the ETS IC piping is perfect which is what I was going for. Going to finish things off with a GrimmSpeeed radiator shroud and alternator cover, both in black.

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Old 06-09-2014, 10:42 AM   #13
WRXt4cy
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02 v8 Spec C E85

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The heads finally showed up Saturday around 5:00 pm (thanks a lot FedEx) and I got right to work.





By Saturday night I had made good progress and I finished up the assembly by Sunday night and got it dropped in with the help of a couple friends. Just a few things to button up tonight and its ready to run.




Last edited by WRXt4cy; 06-09-2014 at 01:07 PM.
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Old 06-10-2014, 08:16 AM   #14
Shik
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Incredible journal! I love that you explained everything in so much detail and that you aren't just throwing parts on because someone told you to. It seems every new part compliments the one before it, or ahead of it. I echo sc00ter's comments, your research is comforting to see!

Great read!
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Old 06-10-2014, 11:57 AM   #15
WRXt4cy
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02 v8 Spec C E85

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Quote:
Originally Posted by Shik View Post
Incredible journal! I love that you explained everything in so much detail and that you aren't just throwing parts on because someone told you to. It seems every new part compliments the one before it, or ahead of it. I echo sc00ter's comments, your research is comforting to see!

Great read!
Thank you.

Its really nice to hear feedback like this. I'm glad you enjoyed the read.
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Old 06-10-2014, 12:01 PM   #16
Brandon2k13
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This thing is an animal! Nice ride you've got. I like reading the progress.
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Old 06-10-2014, 12:13 PM   #17
WRXt4cy
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Last night was the big night. The first start up. I was literally shaking with anxiety. As you are going along doing the tear down, build up, drop-in, its easy to get lost in the work. When you climb into the driver's seat and put your hand on the key, you suddenly realize all the time and effort that just when into this. You've been careful and triple checked your work but you still wonder if you missed something critical. Crank position sensor unplugged, I cranked it over 3 times for 15 seconds each to build oil pressure and listen to the motor spin. All sounded good. Plugged in the crank sensor, had my wife watching for leaks, took a deep breath and cranked it over. It fired right up, oil pressure was great, engine was running smooth, no leaks. Success.

Since I had new cams, I had break-in tune set for a 1800 rpm idle to keep the oil pressure higher. I let the engine run for 20 minutes and then shut it down. Oil was dropped, filter replaced and fresh oil with Lucas break-in additive was added. This morning I got up early and let it run again at 1800 rpms for about 10 minutes until it was fully up to temp. I flashed a lower idle map on and it was time for some miles. I put about 24 miles on it, using some long highway roads. I varied the rpm constantly, 5 - 8 psi of boost, lots of engine braking.

Here it is 10 miles into the drive, stopped to check everything over:




I got back home and dropped the oil again and replaced the filter. Filled back up with fresh oil and another bottle of Lucas break-in additive. It was time for the fun part, the boost. I believe strongly in frequently oil changing along with letting the engine see a pretty high load right away to seat the rings nicely. I'm running in I-mode which is set for wastegate boost, 15-16 psi. I'm going to get about 20 - 25 WOT pulls in using mostly 2nd gear and engine braking back down after each one. I'll change the oil again tonight and then again at 500 and once more at 1000.

Here's the first 5 minutes of the break-in drive. You can skip to the 2:00 mark to get right to the action if you want:

https://www.youtube.com/watch?v=fDIZQtEosgI
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Old 06-10-2014, 12:22 PM   #18
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Jesus Christ. I even agree with the choice in music. One of my favorite driving songs.

Watching those 2nd gear pulls/engine breaking made me cringe a bit. Maybe I need to stop babying my car so much...
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Old 06-10-2014, 12:46 PM   #19
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You copied my header and my DEI wrap damn you!!! Nice build and documentation! Its similar to what I'd do if I did anything more than going to Home Depot to pick up topsoil bags for the wife. I'm in the midst of a much milder build myself and am awaiting my new 2.5L stuffs from the builder now.
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Old 06-10-2014, 01:41 PM   #20
WRXt4cy
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Originally Posted by sc00ter View Post
Jesus Christ. I even agree with the choice in music. One of my favorite driving songs.

Watching those 2nd gear pulls/engine breaking made me cringe a bit. Maybe I need to stop babying my car so much...
Agreed. It happened to be the next song up on Pandora.

The boost and engine braking really help seat the rings quickly and correctly. I've done this break-in on several customer motors now during the initial break-in tune. By the 10th pull, you can feel a noticeable gain in smoothness and power and you can observe the idle vacuum getting lower after a bit.

I use this method on everything from built motors to the brand new 2015 STi I tuned a couple night ago. I broke in my own car this way when I bought it new and it held up great through everything I threw at it.

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Originally Posted by Unabomber View Post
You copied my header and my DEI wrap damn you!!! Nice build and documentation! Its similar to what I'd do if I did anything more than going to Home Depot to pick up topsoil bags for the wife. I'm in the midst of a much milder build myself and am awaiting my new 2.5L stuffs from the builder now.
You are damn right I did! Your process and write up were excellent. It was indeed time consuming but the result looks good and has held up really well.

Thanks and good luck on your own build.

Last edited by WRXt4cy; 06-10-2014 at 01:47 PM.
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Old 06-10-2014, 05:12 PM   #21
Unabomber
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'preciate it buddy! 2.5 with my 16G XTR is what I'm doing...like version .005 of your build, but my budget is around $9 for mine.
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Old 06-10-2014, 05:14 PM   #22
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Absolutely awesome. I love the progress and decision making with a real reason behind each modification. Nothing crazy done to the outside either. This, to me, is the definition of doing it right.
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Old 06-10-2014, 05:23 PM   #23
WRXt4cy
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'preciate it buddy! 2.5 with my 16G XTR is what I'm doing...like version .005 of your build, but my budget is around $9 for mine.
You bet! Even a 16g setup can be really fun and I understand the budget thing for sure. I've wanted to do this build for a long time but had to be patient.

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Originally Posted by BbugWag View Post
Absolutely awesome. I love the progress and decision making with a real reason behind each modification. Nothing crazy done to the outside either. This, to me, is the definition of doing it right.
Thanks! Yeah, I've always been into the "stock appearance" thing when it comes to whatever I do. I can respect guys that like to do a lot of appearance mods. It's just not a good bang for the buck for me.
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Old 06-10-2014, 09:52 PM   #24
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Originally Posted by WRXt4cy View Post
I believe strongly in frequently oil changing along with letting the engine see a pretty high load right away to seat the rings nicely. I'm running in I-mode which is set for wastegate boost, 15-16 psi. I'm going to get about 20 - 25 WOT pulls in using mostly 2nd gear and engine braking back down after each one. I'll change the oil again tonight and then again at 500 and once more at 1000.

Here's the first 5 minutes of the break-in drive. You can skip to the 2:00 mark to get right to the action if you want:

https://www.youtube.com/watch?v=fDIZQtEosgI
you adhere to this philosophy for built motors or fresh off the show room floor motors?

sounds like you've built a very pleasant daily driver with some great supporting mods.
mine has less than 500 miles on it, so i'm not looking to mod any time soon, but eventually that bug always comes back to bite.....
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Old 06-11-2014, 12:32 AM   #25
WRXt4cy
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Originally Posted by carlos.danger View Post
you adhere to this philosophy for built motors or fresh off the show room floor motors?

sounds like you've built a very pleasant daily driver with some great supporting mods.
mine has less than 500 miles on it, so i'm not looking to mod any time soon, but eventually that bug always comes back to bite.....
Both. I've been using this break-in method on built and stock engines.

A good tune is real important on these cars and the factory tuning has been pretty bad since 2007. The 2015 STi hasn't changed either so make sure you do something about that, even if its just a Cobb AP with an OTS map. That is better than nothing. We have a couple 2015's that local guys have picked up and I have them on Stage 1 AP Protunes already and both have had a hard break-in with frequently oil changes.
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