VAdanno

Right. I will be delighted to see 350/350 at the wheels. The reason I mention crank HP (and torque)...the Southbend Stage 3 Endurance is rated for 450 ft. lbs. at the flywheel. I'm using stock blueprinted rods with ARP fasteners, which should be reliable if I set redline at 7000 RPM's. I thought about buying some $500 Chinese rods (like Eagle or Crowers), but decided to keep in mind this is a road car, not a race car. The valves and springs are overkill, rated to 8000+, but the pocket porting should improve the flow from 5500-7000. Bigger heads, hotter cams, closed deck cases, stronger crank and rods, rotated turbo...it's easy to keep going down the slippery slope towards race car output levels. I keep chanting the mantra "it's a street car, not a race car" until those demons leave my head! I'm waiting for the FedEx truck. Once my AEM wideband is delivered, I can install it and set up the tuning session. It's three days late...lowest cost supplier = slow shipping. I plan on tweaking the Q300 while I wait...I clearanced the center bearing support to clear the expansion coupler, but still hear a rattle where the exhaust is touching the body on accel/decal. It's quiet over bumps, though. Maybe I need to firm up the motor mounts? I already put in a STi trans mount.

It's an Oberg TiltLift. I've had it for years...I bet I pulled the I-6 from my old 240Z race car 50 times using it. It worked great on the flat 4, though I did play around with mounting location for the ends until I got it right. I'm using it with a Harbor Freight 1 ton engine hoist...$99 special.

Mike is living in Austin, Texas now. He's using the Cobb HQ dyno for tuning in the evening and on weekends. I believe Mike is in Indy this week for the motorsports show.

Deatschwerks injector calculator says 738cc will generate 450 hp @ 80% duty cycle on pump gas. I had the injectors cleaned and they flow tested at 800cc, which calculates out to 485 hp. I should be good, but the dyno will be the final arbitrator.

I did some research about blast plates, and decided if I need a stronger transmission, I need a 6 speed. I don't do quarter mile or 0-60's, and may do a HPDE at COTA if (when) I get another job. Involuntarily retired for almost a year, so I'm watching my pennies. I keep selling off garage parts to pay for updates. Check the ads for a set of ARP head studs, Mishimoto throttle body hose, plus more!

I have a Legacy GT I bought new in 2004, and drove for 112,000 well cared for miles. Mostly stock, with just a set of Koni shocks and a Cobb Accessport at Stage 1. I was driving the car in a horrendous rainstorm, and drove into a puddle on the Austin I-35 access road. The motor sucked up water and hydrolocked. It bent a rod...time for a DIY rebuild! History: I have built a number of road racing race motors, and thanks to the LGT forum, had the information needed to do my first flat four since a VW Bug overhaul 1.6L years ago. I decided the goal was 450 flywheel horsepower, and selected parts that would hold up at that level. I am working with Mike McGinnis of Innovative Tuning, and will be spending some time on the Cobb HQ dyno after the final tweaks are done. The motor has been running for 1500 miles, and came out once to chase down a light oil leak. It was just a seep from the rear oil separator cover and the oil pan, and I bought a new cover. I pulled the oil pan and re-sealed it. I used anaerobic sealer the first time for both parts, and used a light coat of Permatex RTV the second time around. No leaks! Mike has me adding an AEM wideband UEGO AFR gauge kit to tune the engine. It's on the way, and I will install that and my VDO oil temperature gauge when they are delivered. The plan is to get it tuned the second week of December. I will update the thread with the dyno information. Thanks for everyone posting their experiences with the EJ25 engine. You made the research an easy process, and I look forward to driving it with a big jump in horsepower. Here's a list of the parts and some detail, along with some pictures of the rebuild: Grimmspeed Cold Air Intake Grimmspeed EBCS Grimmspeed TMIC Tomei Equal Length Header COBB Accessport V3 002 COBB catted downpipe BNR Supercars 18g turbo Infamous Tuning oil supply line Deatschwerks 740cc side injectors (cleaned and flow tested at 800cc/min) Port Flow Designs Pocket Port & Polish; valve job GSC valve springs & titanium retainers Supertech valves (Inconel ex.) Moroso oil pickup Mahle 99.75mm 4024 alloy forged 9:1 pistons; .002 piston to wall clearance King Mains & rod bearings @ .002" clearance ARP head studs and rod bolts Southbend Stage 3 Endurance clutch & PP (rated at 450 ft lbs @ crank) Subaru 2007 single mass flywheel Subaru OEM case, machined with head plates by Scroggins Machine Subaru OEM rods, magnafluxed, checked for straightness, big & small end balanced Subaru OEM crank, magnafluxed & polished Subaru OEM 11mm oil pump Subaru TGV valves removed, housings ported Subaru OEM gaskets Subaru all new water and vacuum hoses Invidia Q300 3" stainless cat-back exhaust system Mishimoto turbo inlet silicone hose Mishimoto aluminum radiator VDO 340 degree mechanical oil temperature gauge AEM 100 psi oil pressure sensor AEM wideband O2 gauge and sensor Walbro fuel pump 255 lph, new OEM tank filters