Discussion
but am worried about the cost. I know it is hugely popular and I am unlikely to get a place any time soon but can anyone please give me an idea of how much one of these days might cost? 
I suppose it's how you count the cost 
175 to attend.
A few quid on a rat burger.
Maybe 200 on tyres/brakes etc.
My impending 7700 bill for engine rebuild
Then you get into the stratosphere of RUF engine upgrades when you need to leap up the Vmax board a bit.
But do you know what, it's all *absolutely* worth every penny. Do it!
175 to attend.
A few quid on a rat burger.
Maybe 200 on tyres/brakes etc.
My impending 7700 bill for engine rebuild
Then you get into the stratosphere of RUF engine upgrades when you need to leap up the Vmax board a bit.
But do you know what, it's all *absolutely* worth every penny. Do it!
Yeah, it's expensive for a few reasons...
For those who don't know the 22b used a particular engine - The EJ22. (Not the North American EJ22T).
As there were so few 22bs built there is a very limited supply of these blocks, and now a few of them have gone bang there are even fewer
I wanted to keep the car authentic with the right engine, so went down the direct replacement route with a correct Japanese EJ22 block. We managed to source 2 of them, 1 in Japan with Subaru Technica International and 1 with Roger Clark Motorsport. I could have gone for a standard 2.0l block or the 2.5 and it would have been substantially cheaper.
So this gives me the right block (at a price of course), but no internals. As the 22b is a rare beast there are no longer any gasket packs available so all the parts have to be ordered individually. The original parts are also shockingly expensive so it's actually same price or cheaper to upgrade them all. So it's now going to have forged pistons, rods, upgraded oil pump, baffled sump, upgraded bearings.
Roger Clark Motorsport is also going to build the short motor. They are known for being heinously expensive but also do an excellent job, being much more detail focussed than most engine builders. I know Bob rawle is running a Roger Clark motor at 505Bhp and has done so for 60,000 miles so the 350-400 that I'm aiming for should be fine.
Gatwick Subaru will then fit the heads back from my old engine and fit back to the car.
So there you have it - one bloody expensive engine but one that will hopefulyl last a lot longer and has possibilities for more power if I want it. (Although then I need to consider the gearbox and of course a larger turbo).
It should be back in 3 weeks or so.
For those who don't know the 22b used a particular engine - The EJ22. (Not the North American EJ22T).
As there were so few 22bs built there is a very limited supply of these blocks, and now a few of them have gone bang there are even fewer
I wanted to keep the car authentic with the right engine, so went down the direct replacement route with a correct Japanese EJ22 block. We managed to source 2 of them, 1 in Japan with Subaru Technica International and 1 with Roger Clark Motorsport. I could have gone for a standard 2.0l block or the 2.5 and it would have been substantially cheaper.
So this gives me the right block (at a price of course), but no internals. As the 22b is a rare beast there are no longer any gasket packs available so all the parts have to be ordered individually. The original parts are also shockingly expensive so it's actually same price or cheaper to upgrade them all. So it's now going to have forged pistons, rods, upgraded oil pump, baffled sump, upgraded bearings.
Roger Clark Motorsport is also going to build the short motor. They are known for being heinously expensive but also do an excellent job, being much more detail focussed than most engine builders. I know Bob rawle is running a Roger Clark motor at 505Bhp and has done so for 60,000 miles so the 350-400 that I'm aiming for should be fine.
Gatwick Subaru will then fit the heads back from my old engine and fit back to the car.
So there you have it - one bloody expensive engine but one that will hopefulyl last a lot longer and has possibilities for more power if I want it. (Although then I need to consider the gearbox and of course a larger turbo).
It should be back in 3 weeks or so.
Hiya,
No I didn't know about them - I only became aware of them a few days ago when I read an article in Total Impreza Magazine :geek: :P
Ah well, decision taken.
To be honest, the whole tuning scene is full of great stories, good and bad - However I've yet to hear a bad story about RCMS apart from the final bill. And in comparison to Ruf it's not bad after all
@Craig - Cheers mate - I have to admit I can't wait to get the old girl back. I had sort of planned doing things with the engine anyway, just not this year. I'm also taking the opportunity to put a new ECU in it which has anti lag and (wait for it) Launch Control.
So, car back in 2 weeks or so, 1000 miles to run in, quick service, get new ECU fitted and full re-map and then BANZAIIIIIIII!!
No I didn't know about them - I only became aware of them a few days ago when I read an article in Total Impreza Magazine :geek: :P
Ah well, decision taken.
To be honest, the whole tuning scene is full of great stories, good and bad - However I've yet to hear a bad story about RCMS apart from the final bill. And in comparison to Ruf it's not bad after all
@Craig - Cheers mate - I have to admit I can't wait to get the old girl back. I had sort of planned doing things with the engine anyway, just not this year. I'm also taking the opportunity to put a new ECU in it which has anti lag and (wait for it) Launch Control.
So, car back in 2 weeks or so, 1000 miles to run in, quick service, get new ECU fitted and full re-map and then BANZAIIIIIIII!!
Neil.D said:
Smiffy - what caused the engine to go? Did you money shift or over rev or something?
We don't know. Pretty certain it wasn't over revving - The redline is 8250 on these engines, but in the new setup I'm going to lower that to around 7500. There's very little gain in going that high as all the the torque is done well before then. It looks like either a bearing itself failed or a bolt failed. Pot number 3 is fairly notorious on scooby engines, but usually it's for running a slightly lean burn as it's the one right at the end of the fuel rail. The new ECU should be a lot better at protecting the engine.
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