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Old 01-09-2014, 07:28 PM   #101
joey1313
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Where ya'll gonna be for the track day?
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Old 01-09-2014, 09:55 PM   #102
jdogma
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http://www.tgprace.com/ Talladega Grand Prix track.
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Old 01-10-2014, 10:59 AM   #103
K.Linchpin
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Quote:
Originally Posted by jdogma View Post
Do you know which 5 speed they were using? Do you know what the best 5 speed is? Do you know of upgrades for the 5 speed that would make it stronger?

We have our 1st track say test coming up Sat. It's supposed to rain and all we have is a set of slicks. Should be interesting - ha!

Thanks, John
The 818 is built around the 02-07 WRX platform but the Engine makes 300 HP, so I'm not sure if they're sticking with strictly components pulled off of the doner car.
The weak link in subaru transes seems to be the gears. Or it could be the trans case flexes under load. The stupid retaining ring on the center diff likes to come out too but that isn't relevant here. But general consensus is the 02-03 gears were like Glass. Then somewhere around late 03 they improved the trans and made it stronger, or maybe that was just because less people were breaking them. In 06, when the 2.5 was standard, they up'd the FD to 3.7:1. In 08, they started using 05-07 Legacy GT gears which were very similar to or identical to V5-6 STi Gears. 1-3 are closer matched, 4 & 5 are the same, but they went back to the 3.9:1 FD. I think this combo is the smartest for a daily driven WRX. Stronger than 02-07 but w/reasonably high gearing. Not too tall and not too long legged and still launch-able w/out much fuss.

I had a trans built w/RA gears (and a lower FD) which are close matched 1-5. STi type RA was a top performance trim of the STi between 93 and 00 I think. General consensus is these gears are good for 350 WHP/WTQ. Any more than that and you risk blowing them up while shifting hard. Stock clutch on an 02-07 is also generally believed to hold 300 WTQ.

Check out this link for pics the the gears between different gear sets and generations of WRX's.

STi RA and non-RA gears are popular upgrades. As are PPG Helical and straight cut gears. A number of manufacturers make gear sets for the 5MT that are stout enough to hold 500 HP. You can also convert it from syncro to a dog rings. The Type RA came with a helical front LSD and there are plenty of plated and helical aftermarket front LSDs as well.

I'm sure you're on your way or are already at the track. Good luck! Post pics.
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Old 01-11-2014, 08:22 PM   #104
joey1313
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Did it dry out enough to get some good testing in? I was gonna drive out to watch but the girlfriend got rearended last night. Spent the day getting a rental car and dropping her forester off at the body shop.
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Old 01-12-2014, 12:43 PM   #105
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Quote:
Originally Posted by K.Linchpin View Post
The 818 is built around the 02-07 WRX platform but the Engine makes 300 HP, so I'm not sure if they're sticking with strictly components pulled off of the doner car.
The weak link in subaru transes seems to be the gears. Or it could be the trans case flexes under load. The stupid retaining ring on the center diff likes to come out too but that isn't relevant here. But general consensus is the 02-03 gears were like Glass. Then somewhere around late 03 they improved the trans and made it stronger, or maybe that was just because less people were breaking them. In 06, when the 2.5 was standard, they up'd the FD to 3.7:1. In 08, they started using 05-07 Legacy GT gears which were very similar to or identical to V5-6 STi Gears. 1-3 are closer matched, 4 & 5 are the same, but they went back to the 3.9:1 FD. I think this combo is the smartest for a daily driven WRX. Stronger than 02-07 but w/reasonably high gearing. Not too tall and not too long legged and still launch-able w/out much fuss.

I had a trans built w/RA gears (and a lower FD) which are close matched 1-5. STi type RA was a top performance trim of the STi between 93 and 00 I think. General consensus is these gears are good for 350 WHP/WTQ. Any more than that and you risk blowing them up while shifting hard. Stock clutch on an 02-07 is also generally believed to hold 300 WTQ.

Check out this link for pics the the gears between different gear sets and generations of WRX's.

STi RA and non-RA gears are popular upgrades. As are PPG Helical and straight cut gears. A number of manufacturers make gear sets for the 5MT that are stout enough to hold 500 HP. You can also convert it from syncro to a dog rings. The Type RA came with a helical front LSD and there are plenty of plated and helical aftermarket front LSDs as well.

I'm sure you're on your way or are already at the track. Good luck! Post pics.
Thanks for the great info and links! Sorry no photos or video - not by me anyway. Was pretty busy. Test went well. Collected data, evaluated handling and engine. Only real problem was that the fuel tank kept pressurizing itself. Suspected air/fuel discriminator so removed the O-ring, but still had the problem. Suspect rollover valve is stuck and it is a pain to remove - of course. Trans held up - 08 WRX, stock. Barber Motorsports Park Feb 15th is next.
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Old 01-12-2014, 12:55 PM   #106
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Quote:
Originally Posted by joey1313 View Post
Did it dry out enough to get some good testing in? I was gonna drive out to watch but the girlfriend got rearended last night. Spent the day getting a rental car and dropping her forester off at the body shop.
Too bad about your girl. Hope she is ok. Sucks about her car.

We watched the weather and arrived at noon for the afternoon session and it was dry. Very lucky! We got about a typical race distance worth of testing - interrupted by frequent checks. Longest run was about 9 laps. Had my daughter warm it up for about 5 laps then Jesper Sahlberg used most of the seat time. Scott Seigel drove it for tune evaluation and said that it made great power up high, but should be making better power down low. He will look at the data when I email him and suggest map changes. I got a few laps in so that I could see if Jesper's feedback matched my impressions.
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Old 01-14-2014, 06:43 PM   #107
K.Linchpin
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Quote:
Originally Posted by jdogma View Post
Too bad about your girl. Hope she is ok. Sucks about her car.

We watched the weather and arrived at noon for the afternoon session and it was dry. Very lucky! We got about a typical race distance worth of testing - interrupted by frequent checks. Longest run was about 9 laps. Had my daughter warm it up for about 5 laps then Jesper Sahlberg used most of the seat time. Scott Seigel drove it for tune evaluation and said that it made great power up high, but should be making better power down low. He will look at the data when I email him and suggest map changes. I got a few laps in so that I could see if Jesper's feedback matched my impressions.
are these people well known racers?
A friend of mine is considering a NA EZ30d for his TR-42. After doing some research on the EZ30R for him, I'm very impressed w/the capabilities and technology of the motor. No replacement for displacement! AVCS & Subaru's version of Vtech. Pretty neat... but must be tricky to tune.
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Old 01-14-2014, 08:00 PM   #108
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Scott Seigel is a driving instructor, has tuned hundreds of turbo cars, and has the engineering degree/theoretical knowledge as a foundation for his experience. He will be tuning the car prior to our first race at Barber Motorsports Park Feb 15th.

I feel good about Jesper's approach;very smooth, methodical and conservative. None of the heavy handed, balls out overdriving I am prone to. He has very good mechanical empathy, rev matching shifts, etc. He understands that you have to finish to win. Jesper Sahlberg won the SE division in his class last season, so he can drive.

I found a couple of photos posted:



What amazes me is how well it runs with a default map from Phil at Element Tuning and a few minor tweaks by me - considering that I have very limited tuning experience, no turbo experience and both the Hydra and the EZ30R are new to me! John at Outfront told me that he sometimes tunes them with no AVCS and good results. I would like an in-depth analysis from him because he seems to have more EZ30R experience than anyone I know of.

Last edited by jdogma; 01-15-2014 at 02:54 AM.
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Old 01-15-2014, 12:06 AM   #109
K.Linchpin
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Re the Motor, maybe pick Jeff Sponaugle's brain too.
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Old 01-16-2014, 07:18 PM   #110
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Scott Siegel sent some professional quality photos taken by John Swain. Thanks guys!

Note the high front ride height. This is a street setup required for getting in and out of my driveway easy. Race setup has some positive rake with the front lower than the rear.
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Old 01-16-2014, 08:16 PM   #111
joey1313
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I was wondering why it looked like a 4x4 :P
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Old 02-04-2014, 11:15 PM   #112
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It's our Baja 1000 setup. I was confused.
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Old 02-05-2014, 09:50 PM   #113
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I like the front Baja mesquite bush cutter, looks sort of like a wing...
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Old 02-10-2014, 06:06 PM   #114
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You been to Barber yet? I supposed to go this Friday for a track day, but ain't gonna make it.
Joey
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Old 02-22-2014, 11:39 PM   #115
jdogma
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Default Barber Motorsports Park report

Car ran great until it got to Barber. Looked like a mobile chicane and Jesper (the driver) said it was running like crap. I tried it on the entrance road and agreed. Datalogs said we were very lean and the maps were not calling for lean, so as a test I pinched off the fuel return line after the pressure regulator to force a rich condition and it picked up power, but ran poorly at low rpm. Oddly, the data was now showing very lean (~20:1 - crazy talk!) even when black smoke was pouring out... I asked Jesper if he would like to give it a try and he asked, "if the engine blows, can you have a new one in by Road Atlanta". No, I'm broke. So we went home. Had done a lot of prep - surge tank, catch can, changed oil cooler from oil/water to oil/air, added rear diffuser, etc. Jesper said the car was handling perfect.... Scott Seigel is scheduled to tune the car at Forged Performance on March 3rd.[IMG][/IMG]

Last edited by jdogma; 02-22-2014 at 11:48 PM.
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Old 02-23-2014, 01:27 PM   #116
MinuteRiceChannel
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Jesus that looks like a ton of fun to drive. I bet the noise it makes it total sex too... Do you have any videos?
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Old 02-27-2014, 09:57 PM   #117
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Default divorced wastegate

No decent videos yet. Latest news is the change to a divorced wastegate.
The wastgate exhaust into the main caused problems including difficult sevicability and difficulty sealing. Should make pressure proofing exhaust easier, something I want to do before dyno. We do have leaks at both header flanges. Got new gaskets today.
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Old 02-28-2014, 11:17 PM   #118
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Thought I heard an exhaust leak. [IMG][/IMG]
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Old 03-22-2014, 12:32 AM   #119
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Update: Engine was running crappy. Discovered that the right side exhaust cam was broken in 2, resulting in 2 dead cylinders. Just got it back together and running. Missed the scheduled dyno session and the Road Atlanta race. Dyno is rescheduled for Tues Mar 25th, and the next race is Roebling Road April 13th.
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Old 04-01-2014, 11:55 AM   #120
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Default Dyno night



Got engine back together. Made 373 whp @6400 rpm. Forged Performance dyno, Scott Seigel tuned. Engine was running 1 bar boost, and was running out of fuel at 6400 rpm. Scott said the Walbro 255 should support 400hp. Sharif, the owner of Forged Performance said the dyno reads low, so I guess this is the limit with the fuel we are getting. Consequently a hard rev limit was set at 6400 to prevent lean running. Hopefully this is a good setup for road racing. Given our stock trans and axels, we will leave it as is and see how it does at the track. Next race is Roebling Road in Savannah, GA April 13th.

Last edited by jdogma; 04-01-2014 at 12:04 PM.
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Old 04-02-2014, 09:40 AM   #121
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Quote:
Originally Posted by jdogma View Post
Discovered that the right side exhaust cam was broken in 2, resulting in 2 dead cylinders.
Got any pics of that, and any thoughts on how in the world that happened?
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Old 04-02-2014, 06:31 PM   #122
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Default broken cam

I suspect that the cam may have broken on startup after the engine was reassembled with the new pistons. It is my understanding that the cam is the last thing to get oil. The engine was accidentally revved on 1st start. It always seemed to have a ticking on the side with the bad cam that was not a rod knock, but seemed too low a frequency sound to be valve lash. A Subaru mechanic thought it was valve lash and not something to be too worried about. It seemed to get slightly worse over time. At one point, someone held the throttle open too long and over revved the engine to ~7600 (I thought I had a lower rev limit set, but I did not). After that the ticking was much louder and the engine started wetting plugs on 2 cylinders. I figured that the lobes were gone causing the exhaust to stay shut. Removing the cam covers showed a broken cam. Was it cracked before being broken resulting in the ticking sound? Was the cam casting flawed from the start? I saw some evidence of minor scoring on the cam bearings, but nothing to suggest seizing or high heat. I made a tool to smooth the aluminum bearings on the head and reassembled with a new (used) cam from John @ Outfront.

With the new cam the loudest thing is the injectors ticking. I don't have the cam here, but will post photos when I get my hands on it or somebody sends me some.
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Old 04-02-2014, 11:50 PM   #123
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I found these. If I find better I will post.
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Old 04-13-2014, 07:56 PM   #124
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Bad result from Savannah. First had fueling issues in practice and qualifying. Replaced both fuel pumps and fixed that, but missed Sat race start. Jesper ran with a later group for shakedown. The engine blew leaving the pits at low load and rpm. No details yet, but saw cracks in the middle of the block. Jesper reported good oil pressure through the turns. Broken rod or crank is my guess.

Thinking about going 4 cyl (EJ Subaru) because there are more race parts available (dry sump, etc), they are easier to service and ~ 50 lb lighter. The only downsides are that the power impulses are stronger at a given power level (harder on the drivetrain) and the smaller displacement means more boost per hp and more lag.
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Old 04-13-2014, 08:19 PM   #125
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So sorry - hope you can get a replacement soon
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