Sgt.Gator

New DS pump installed, lines to cam covers connected, and one of our new Colonel Red Racing modded oem 10mm pumps installed too.

Both 10mm pumps and the 12 mm pump have a drain hole under the crank seal that leads back to the engine oil sump. You can see it here: .... Note this isn't just a hole drilled thru, it's a cast part of the pump body, then drilled. It protects from seal blowout. Most domestic oil pumps have similar hole for same purpose. The Toyota 2JZ modders even open up this hole to increase the flow back, and a standard check if the front crank seal is leaking is to stick a piece of wire down the hole to clear blockages. I've never heard of anyone clearing the drain hole in a Subaru pump when replacing the crank seal. Now the strange difference: Subaru eliminated the seal oil drain on the 11mm pump. And they didn't just not drill the hole, they actually changed the casting to eliminate where the channel runs: .... Why? I have no idea! Apparently Subaru engineers determined that having a seal drain was not necessary, or possibly having one could lead to seal blow out if the PVC system clogged up and the crankcase experienced positive pressure? But why not change the 10mm too?

I've edited the first post! LOL, NO! If you want a dry sump in your daily driver buy a Corvette or a Porsche!

We are prototyping and testing some mods to the Subaru oem pumps which has got us going thru many of the available pumps on the market, both oem and aftermarket. There has been considerable confusion related to the 10mm pumps and their case markings. Also it is widely believed all Subaru EJ pumps have 78mm rotors, but they do not. The 10mm 15010AA300 has a 78mm outer rotor. The newer model 10mm 15010AA320 has a 76mm outer rotor. The 10mm 15010AA300 is marked with "10" on the outside and inside. The 10mm 15010AA320 is marked with a "76" on the outside and inside. Both of these 10mm pumps are still available today. Also of note: The 11mm 15010AA360 is marked with "78" and has a 78mm rotor. The JDM 12mm 15010AA310 is marked with a "12" and has a 78mm rotor. So it's not nearly as illogical or confusing as many people would have you think that the 10mm comes marked as either a "10" or a "76" and are identical. They are not, the rotor diameters are different, the part numbers are different. However the pump performance specs appear to be the same. So why would Subaru switch the new pump to a 76mm, but keep the 78mm for the new 11mm? We wondered a great deal about that. I think we found the answer in a couple of SAE papers. Japanese engineers discovered that if you keep the same number of gear "teeth", the same depth of the "teeth", but fit them on a smaller rotor, it takes less TQ to drive the pump and have the exact same volume/pressure. A few excerpts: "Energy loss attributable to oil pumps accounts for approximately 10% of the total engine energy loss in the case of an engine lubrication oil pump." "Given the same theoretical displacement, drive torque decreases with decreasing outer rotor outside diameter, due to a decrease in the loss caused by frictional resistance (Fig. 6). In sum, reduction in rotor radial size is most effective for drive torque reduction." It seems the smaller rotor is simply more efficient, runs cooler, less friction, better gas mileage, a bit more HP to the wheels (very bit since we are only talking 2mm size difference). So why did they keep the 78mm rotor for the 11mm pump? I don't know for sure. My best guess is the 11mm is only used on the DAVCs engines which is a limited market volume, so the least expensive path was to reuse the 78mm rotor tooling with wider 11mm rotors. But there's more differences coming in another post soon.! And as a note the FA20F engine uses a 77mm x 14mm rotor with more "teeth". It's difficult to compare performance specs between the EJ pumps and the FA pump because the FSM has typically used an oil temp of 176 degrees F at either 5,000 or 6,000 rpm, but the FA20F uses a temp of 248 degrees F at 6,700rpm. One interesting spec difference is the relief valve pressure in the FA20F is 102psi. Gator - Colonel Red Racing

Yes. We put -AN fittings in the cam covers for the scavenge lines. We have another solution for the breather lines involving a one way valve from those lines to the dry sump tank. As long as vacuum is present the breather lines act as a balance system between the heads and the crankcase, but do not vent. If for some reason we lose vacuum and actually go positive pressure the one way valve opens and they vent to the dry sump tank.

Boring race but great to see Red Bull win.

We modified the 2 stage dry sump pump to a 3 stage. 2 scavenge lines to the pan, the third line splits to each cam cover.

This is going in the STI very soon:

Hmm, maybe a Lucky Dog car...Shralp, I thing you buy it and let's go Lucky Dogging!

OBO! I'll buy it for $1,000.

We ran the Cascade Enduro again this year at Portland International Raceway. We took 3rd in class in the 4 hour enduro. We were held back by oil temp issues identical to the 818R. I think the solution is a 3 way scavenge like we did on the 818, so that is being done now. The Mooresport Front Subframe Kit with a 2015 STI P/S rack and Volvo electric P/S pump worked great! No overheating issues, the steering feel was awesome. We can't wait to get back to Non-Covid racing next spring!

Regarding the 818 but applies to the STI and all Subaru race engines: I didn't realize that I never posted how September testing went in the 818R. It was a fail. The oil ran hot and the pressure dropped off dramatically. The same problem as before. We thought we could replicate it on the dyno but what worked there didn't work at the track. If we drove at 80-90% it was fine, but when I pushed it to 100% effort it failed. We (Joshua Murray at Arcflash and myself) decided the scavenge pump with two stages just wasn't keeping up with even the 10mm pump. So we worked with John at Aviaid to come up with a new solution. He designed a 3 stage scavenge only pump where the third stage isn't as wide as the two main stages. That makes it possible to fit it in the A/C spot in front of the intake manifold. We figured why not try putting the third stage to the heads instead of a 3rd sump port? So we experimented with it. The third stage has a -10AN line to a Y, and from the Y it has two -6AN lines, one to each cylinder head cam cover. Arcflash in Bend welded in -6AN fittings to the cam covers and setup the new scavenge pump. That was the only engine change made, but what a change it made. Friday we went to ORP and ran the heck out of the car all day. What a difference having the heads scavenged made. Here's the summary of temps on my fastest lap of the day: The full graph: ECT is Engine Coolant Temp. Crankcase Pressure is in PSI, to convert that to Inches of Vacuum you multiply by 2 (approx). My Engine Coolant never went over 185 degrees all day. My Oil Temp hit one high of 205 F once, the rest of the day it was 197-199 F at most. Oil Pressure was excellent, never going under 50 for the entire lap. Hot idle at the end of a session was still 19 psi. Trans Temp is also solved for sure with the tail lowered, it maxed out 185. And Crankcase Vacuums of 11" to 16". Wow. In all my dry sumped Subarus (all with 2 stage Aviaid pumps) I've never been able to keep that much vacuum at full boost! Yippe Skippe! Here's the -AN fittings in the cam covers: .. Over the winter we are going to make the same mod to my STI enduro racer for sure. The STI cam covers will require a little more finesse for the AN fittings but it can be done. And on another note, we switched out the 818 springs for 500F / 700R. That cured the tires being ground down by the body at high compression loads. Next Up: This weekend is the annual Cascade Festival of Endurance at Portland International Raceway. Josh and I will be driving my STI in the 2 and 4 hour races on Saturday. The 818 is probably done for the season, we may try to squeeze in one more track day before the snows hit. It's already snowing in the passes.

Consider owning the first Subaru Road Race Team car, (which I dreamed Subaru would come looking for their museum, but probably my grandkids would benefit from that sale, not me) that Phoenix Performance told me Subaru spent over $125K in 2005 dollars building. The JRZ dampers are crazy expensive by themselves. They cost as much as a decent Spec Miata race car. Then I spent a bunch more $$$$ upgrading. Lots of great memories racing the Silver Bullet. I always got compliments at the track, and believe me, nobody wanted to be passed by that Outback! And some expensive memories. If anyone in the PacNW buys her I'll be at most all the races and more than happy to help you out. And if you're in Bend even better. In the least you'll need help understanding the dry sump system. I'm tempted to buy it back but I'm trying to sell at least two of my current race cars, not add another one. My history with the car is detailed here: https://legacygt.com/forums/showthread.php/cool-article-05-scca-wagons-floating-around-still-73859.html GLWS!

Great build BrandonSpecB! I've been following all the EZ30R and EZ36 threads for years because I'd like to put one in my 818R. Another builder on the Factory Five 818 forum has an EZ36 in his 818R and was having oil issues at Watkins Glen. His latest solution seems to have cured it, a swing arm oil pickup. His latest track report: "In turn 6 "the carousel" at Watkins Glen I pull 1.5g for a bit more than 10 seconds". I know the EZ30R and EZ36 have completely different oil pumps and pickups, but maybe it will inspire you! See: https://thefactoryfiveforum.com/showthread.php?23199-John-s-EZ36R-H6-818R-Build&p=425373&viewfull=1#post425373 I don't see any details in your build thread about PCV/Block/Heads venting/Catch Cans/AOS. What are you doing there?

It may be but the feel (reportedly) is not nearly as good as the 2015+ STI rack. And I'm not sure how the fitment works. The Mooresport you order configured to work with the 2015+ rack. You'll have to take it for a spin sometime! ORP club days coming up Sept 4-5-6 if you want to come down as my guest for one day. I the guest fee is $200, unlimited track time on and off 9:00 AM to Noon, then again 1:00 PM to 5:00 PM. I hope to have the 818 and the STI there! You must have one running track capable car? Do you still have the LGT Race Wagon?

Quick Update: A 2015+ STI P/S rack is going in this week mounted on a MSI Mooresport sub-frame and a Volvo electric power steering pump, to be remote mounted on the passenger floorboard. More to come soon!

A couple of additions to the list: Cosmo Racing out of Toronto. The crank pulley is a true underdrive at 10CM (3.937") diameter. At least that's the size they emailed me from a tech support question. They didn't send me the weight but no doubt it's very light. https://www.cosmoracing.com/index.php?route=product/search&search=pulley%20subaru Go Fast Bits also makes several true underdrive crank pulley kits, but not all their kits use underdrive crank pulleys. I've asked them for specs with no response, but you can see in this video that the crank pulley is smaller diameter than oem: I still run Fluidamper on my cars though....

ORP is allowed 25 people now, so the Club days will be going again.

ORP was finally open last weekend from the COVID shutdown for very limited testing. We had the STI and the 818R out for their first sunshine since last fall! We removed the power steering and welded up the quill over the winter, this is the first test session. The Pros: the road feel was incredible, every tiny change in the road surface was transmitted directly to the steering wheel. And as the weight shifted from braking, acceleration, and turning, I could really feel the change in the wheel. As the car crested the hills the instant feedback of the front wheels lack of traction was great. The Cons: With big R comp tires and aero downforce it is a major workout. To make smooth turns I had to anticipate each one in advance and be ready to apply brute force. Instant major line corrections were very difficult. I can probably handle it for a 30 min sprint session but a 2 hour enduro would be a killer. Some of the folks who share the enduros with me couldn't possibly have the strength for even 30 minutes. The Decider: Twice going into Turn 13 a seam in the track I was crossing under braking grabbed the front tires and spun them to the right, while I'm setting up to turn left! I flatspotted two sets of front tires trying to keep from going off the track and down a ravine. So the no P/S was an interesting experiment but we will be re-installing a power steering system. You Tube:

Both the 6 speed STI and 5 speed 818 have tranny coolers now. The STI is setup to easily add a diff cooler, but for now we are just watching the diff temp on gauge. IMHO, Any track car that will be running for more than 40 minutes straight needs a trans cooler. 25 minute HPDE and even Time Attack usually don't, but a temp sensor logged or on a gauge is still a good idea.

Back to the Blue Sake Bomber, Winter Update: We replaced all the wheel bearings. Big bucks to go oem. I'm doing a better job of tracking how long they last so hopefully I can replace them on predicted maintenance schedule before failure at a track. The resonator was burned thru, replaced that. The BIG change was we removed the power steering system. The pump, lines, cooler, reservoir all gone. We pulled the PS rack out, de-powered it, welded up the quill to take out the last bit of slop, and re-installed. There's guys on NASIOC who have done it to their street cars...I can't imagine how that could be a good idea at all. It's bear to drive in the parking lot. I have yet to get it on track to see how it works there. This may be a big mistake or it may be a good idea, only some track time will tell us. I've been doing extra arm/shoulder/chest workouts during the enforced home arrest of the Corona Virus in anticipation of driving it this way! And in the endless money pit update, I had OutFront use the Manley billet crank from the last bad engine and the heads to build a new Ver 3 Closed Deck longblock, 1/2" arp studs, CP 99.75 pistons, BC Cams, OF ported heads, Outfront crankcase and head AN breather fittings. Basically as close as possible as the current engine in the STI to make a swap fairly easy if needed. For now it sits in the Arcflash shop, ready to go.

Or you could buy ORP. Not quite at bargain basement pricing yet: https://www.loopnet.com/Listing/93811-Blagg-Ln-Grass-Valley-OR/17885062/?fbclid=IwAR3uOAhrnRDokSm-PtzwZfbB-bE-rzjFr86oWzEALfXZLq4TV9g8xmWFYqQ Boxkita, that would be a good job for you, Track Owner!

I hope so. ORP is closed for now. And I'm not too excited about instructing novices in their closed cars....so we may have to cancel the novices. Nope. With the Corona Depression coming there may be some industrial properties suitable for automotive fabrication coming up for sale at less than 2008 prices. I missed my chance back then, so we are watching what is happening in that sector closely.

The 818R 5 Speed tranny has been rebuilt by ZF Design, now with a cooler system. The trans oil comes out the bottom, thru a pump, thru and Earl's cooler mounted in the rear vent, then back into the top rear of the tranny: .. Transponder mounted up front in the nose: And the best house mod, a new driveway that took the HUMP out of the street to driveway apron! It was so tall the 818 would high center on it, and the Palatov was impossible. Now it's a nice low entry: And as long as I'm under house arrest for Corona Virus I guess I could have worse jailers than the Three Sisters and Broken Top:

WANTED COURSE MARSHALS, SECURITY & WORKING PERSONNEL - OREGON RACEWAY PARK Watch the races and get paid for it too. ORP has a wide variety of openings for the 2020 season! Course Marshal: Candidates must be 18 years of age, have the ability to be outdoors (sometimes in harsh conditions), have good verbal communication skills and be able to react calmly and quickly to emergency situations. Security: Crowd control, have guests sign liability release waiver and issue a colored wrist band as they arrive and enter ORP premises. Day and night shift available. Working Personnel: This is for all other duties that need to be done at ORP on a regular bases. Orientation Day: Is held March 14, 2020 from 9am-5pm at 93811 Blagg Lane, Grass Valley, OR 97029 If interested in any of the positions please contact, Brenda Pikl: 541-333-2452 email: info@oregonraceway.com