RE: Subaru WRX STI Final Edition: Driven
Discussion
aaron_2000 said:
jsf said:
Gobstopper one engine is pretty trick, no chance that was sold in a normal road car application. There has only been 2 GS cars.
I didn't say that his was the exact same build, I'm saying they told him that the basic build was shared with G1, except in roadgoing form and much less power (320bhp), I'd have to ask him exactly what they said to him anyway. 
You wouldn't spend the sort of money that went into that engine on a 320BHP road car engine, it would cost more than the car was worth.
They offer the same manufacturer for parts such as pistons, but the techniques and spec of the parts used in the GS engines are different to what you would use in a road engine build of relatively stock power. If you take a look at the RCM website you can see the various specs and costs of things like short engines, https://rogerclarkmotorsport.co.uk/store/category/...
You wouldn't even need the 400BHP spec motor in a road build at 320BHP, a stock EJ207 engine will handle more than that.
Really don't understand the continuing adverse comments regarding the EJ25. Had a 2006 WRX 2.5 PPP for 10 years, replaced by current 2015 WRX STì. Never any issues, but total of all of six Imprezas owned since 1997 treated with respect and the finest Millers race grade oils. Worked for me! And, nothing compares with the Subaru driving experience...
BHML said:
I thoroughly enjoyed my MY14 WRX STI except for the rock hard suspension. It caused me serious back issues. I toyed with getting it modified but in the end got rid. Drive a Gen 4 Prius now, and regretting it every day...
Have replaced OEM springs with Eibachs (suppliers of the Prodrive spring kits) and although 0.8 inch lowering, ride is noticeably more compliant on B roads.I had a Subaru P1, lots of fun and a great car to drive, but the reconditioned engine went after just 3,000 miles, a good replacement found, checked and uprated with new cambelt, water pump and uprated oil pump, but this went 4,000 miles later, so two engines in under 18 months meant it had to go, both same issue poor oil supply to bearings even with uprated oil pumps!
I think Subaru have engine reliability issues which is a shame as they are great fun cars.
I have owned a much faster car for last 3 years, 600bhp GTR, total reliability and 200mph with 0-60 in under 3 seconds... but still miss that P1.
I think Subaru have engine reliability issues which is a shame as they are great fun cars.
I have owned a much faster car for last 3 years, 600bhp GTR, total reliability and 200mph with 0-60 in under 3 seconds... but still miss that P1.
The problem would almost certainly not have been oil supply issues. It most likely was engine detonation which knocked out the big end bearings, the resultant debris in the oil then gets pulled into the oil pump and jams the oil pressure relief valve open, which reduces the oil pressure, which leads to further bearing damage and eventual failure.
The issue would have been caused by something else like a faulty MAF sensor, change in air filter or inlet to the MAF or a bad engine tune.
I've seen all manner of stupid cockups on cars with multiple engine rebuilds where the cause of the failure wasn't the engine, it was the installation and ancilaries.
The P1 was one of the more likely to have this problem because it uses the very suceptable to lean running when contaminated or using a none OEM inlet, MAF sensor. It also uses an engine map from the JDM spec STi that is mapped for 99RON fuel. The ECU was modded with a knock sensor amplifier change to improve its ability to pick up det and use it's active knock control, but that isn't as good a solution as a proper map for UK 95 or 97 RON fuel.
The P1 was released prior to the ECU code being cracked by Steven, so wasn't able to be remapped by prodrive. The later PPP packages came after Steven had done his work and created what became ECUTEC.
If you own a P1 on the stock engine mapping it's critical you retain the stock air intake system and dry air filter, I would replace the MAF sensor as a service item too.
If you have a decat downpipe fitted that can cause boost spikes that lead to engine det too if the ECU isn't remapped to suite the new turbo flow profile.
The engine is a fundamentally good design often let down by external scewups.
The issue would have been caused by something else like a faulty MAF sensor, change in air filter or inlet to the MAF or a bad engine tune.
I've seen all manner of stupid cockups on cars with multiple engine rebuilds where the cause of the failure wasn't the engine, it was the installation and ancilaries.
The P1 was one of the more likely to have this problem because it uses the very suceptable to lean running when contaminated or using a none OEM inlet, MAF sensor. It also uses an engine map from the JDM spec STi that is mapped for 99RON fuel. The ECU was modded with a knock sensor amplifier change to improve its ability to pick up det and use it's active knock control, but that isn't as good a solution as a proper map for UK 95 or 97 RON fuel.
The P1 was released prior to the ECU code being cracked by Steven, so wasn't able to be remapped by prodrive. The later PPP packages came after Steven had done his work and created what became ECUTEC.
If you own a P1 on the stock engine mapping it's critical you retain the stock air intake system and dry air filter, I would replace the MAF sensor as a service item too.
If you have a decat downpipe fitted that can cause boost spikes that lead to engine det too if the ECU isn't remapped to suite the new turbo flow profile.
The engine is a fundamentally good design often let down by external scewups.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff