Sgt.Gator

Join Autocross Club of Central Oregon for the annual Spring Track Day at Oregon Raceway Park on April 25th, 2020! Register now at http://www.msreg.com/autoxclub $185/driver, $10 discount with $20 ACCO voting membership, $15 gourmet lunch available. Membership gets you $5 off ACCO Autocross events. Four 30 min sessions each for Advanced, Intermediate, and Novice drivers with verifiable track day experience. Rookie Track Class and in-car coaching for new ORP track day drivers. Rookie group size limited by available instructors. If event minimum of 45 paid drivers not met by 3/10/20 event will be canceled, refunds issued. Sign up now if you want to attend!

It keeps the oil up in the engine block passages, hopefully right up to the main bearings so as soon as you crank the engine the bearings are getting oil pressure.

It's worth considering the sizes of the filters. The larger filters have more area, therefore take longer to clog up and less restriction on flow, thereby reducing pressure drop due to the filter. Note the short STI/LGT filter vs the larger Outback filter. I run the Purolator Boss, Mobil One and the larger Subaru OEM filter depending what's on sale. They all fit on my race cars because I've removed the Oil/coolant heater/cooler that makes the filter hang down so low. The Purolator Boss splits the difference between the short OEM size filters and the longer OEM and Mobile 1 filter. I estimate the taller filters have about 30% more filter media area. The Purolator Boss and Mobil 1 have significantly heavier duty construction than any of the other filters. And they claim higher burst strength because of it. For me it's important that when hopping over apex curbs and the occasional off track excursions that the filter have an extra margin of puncture/tear/dent resistance. I did a comparison a while ago, here you go in pics:

The deciding race for the Northwest Mini Enduro Championship Series was run yesterday at PIR in the 2 hour portion of the Cascade Festival of Endurance. It was a day of sometimes rain with partly sunny skies. That makes for a special challenge in racing skills to recognize the changes before they bite you. The race attracted some pro level teams we don't see in our NW ICSCC racing. There were three prototypes and a Mercedes AMG FIA GT4 car. The AMG is a factory built race car for the FIA GT4 group of races. He came complete with German mechanics. Absolutely beautiful and a marvel of engineering. He was smoking fast, almost as fast as the prototypes, and in our class! The track was cold and wet for the start. First driver in was my friend Chris from Retro Racing. He would drive the first hour, then I would hop in for the second, take the 2 Hour checkered flag, then swap for another of Retro's driver for hour 3 then back to me for the fourth hour. Endurance racing rarely goes by plan. There were several cars that lost it in the cold & wet and crashed into the wall. One driver was injured badly enough to be transported to the hospital. (It was his 3rd or 4th concussion. Probably the end of his racing if he's smart.) Unfortunately the AMG GT4 was one of the drivers who needs more practice racing in the rain. $300K race car, $100K in bespoke composite damage. At the end of the two hour I had collected enough series points to win the NWMECS championship and was presented our trophy: A couple of pics of us getting ready for the LeMans style start: .. The black car next to us is our race partners at Retro Racing from BC, it's a Miata with a turbocharged Honda K24. And just beyond them you can see the silver AMG GT4. Refueling with an Action shot of Boxkita manning the fire extinguisher! : At 3 + hours into the 4 hour the left rear wheel bearing gave up and that was the end of our racing for the day. Apparently I need to change all the wheel bearings every 3 races instead of once a season. Next year I'm hoping to run our Subaru powered 818 in fair weather and keep the STI for bad weather. The 818 should be a lot less expensive to operate. I want to thank our Tier 1 sponsor Subaru of Bend for their support. It's great to win a championship with them! I also want to thank our tuners and fabricators, ArcFlash in Bend, and Surgeline in Portland. And a shout out for Boxkita coming down to Portland to be our Crew Chief, many thanks!

I know how much that sucks. I'd buy it back if I wasn't already trying to run 3.5 race cars. I hope it stays in the Pac NW, I want to race against it or co-drive it for some enduros. GLWS!

This thread needs an update!

That would be great. I'm likely to jut run the 2hour, I can't find a codriver for the 4 or 8 hour. However I'mm paddocked/partnered with Retro Racing so they or one of the other teams wil want help for the 4 and 8. I'm still hoping one of the Retro Team will decide to codrive the 4 with me. Depending on how I do in the 2 hour I can win the season Championship. I drove up at ORP toady, the STI ran great! From Wastegate to 24.5 PSI maps it ran smooth and is in prime shape for the Cascade Enduro. We also put a new right front wheel bearing in and new front pads. The Blue Sake Bomber is ready for battle! Let me know.

Well get on it!

The Blue Sake Bomber fuel leak is fixed and further break in was finished up using the dyno. Then we did 5 tunes ranging from 92 Octane Wastegate 15 psi 330whp/285tq to 102 Octane 24.5 PSI 470whp/450tq. The one I will default to is the full time flash is 92 Octane 18 PSI 375whp/390tq. Much better than the previous turbo, and the pump gas 92 Octane is really great! That will significantly reduce my racing cost and simplify my life at the track. I doubt I will run the 470 HP tune except for a couple of hot laps in a Qualifying session, and even then it's not likely. Maybe in some sprint races I will run the 415 HP, but for the multi hour Enduros 375 HP should be good. Not having to mix Boostane in every jug of fuel is nice, especially if other people are fueling the car for me. Next up: I'm an instructor for the Team Continental Time Attack race at Oregon Raceway Park Oct 5, and then the next day is a Star Projects HPDE track day. Between the two I should get some good testing in on both the STI and the 8181R. Ya'll want to get some end of season track time or try out a little time attack competition? No competition license required! See: https://www.motorsportreg.com/events/team-continental-track-time-trials-hpde-oregon-raceway-park-tc-187137 And the Star Projects track day: ORP Track Day Sunday Oct 6th. $275 includes lunch. 7:00 a.m.: Driver check in, track office. You must be Intermediate driver or above, or have been signed off by instructor at the Team Continental HPDE/Time Attack event the day before. There is a 20% discount for this event if you are in the TC event on Saturday 8:30 a.m. Drivers meeting (mandatory). 9:00 a.m. Open track format / C.C. Direction / Full Course / Passing with point by only. Noon: Cold track / Lunch (see note) 1:00 p.m. Open Practice. 5:00 p.m. Checkered flag. Registration Questions Bill Murray, Event Coordinator, 503-358-2617 - 10 a.m. to Midnight. and Track Office: Brenda, 541-333-2452 - info@oregonraceway.com Then the next Saturday, Oct 19th, is the Cascade Enduro at Portland International. For now I'm entered in the 2 hour and the 4 hour races. I may possibly enter the 8 hour too if I can nail down a couple of co-drivers. The 2 hour race will decide the NWMECS Championship. Boxkita do you want to co-drive in the Cascade Enduro? Is your ICSCC license current?

Murray Clamps Video:

A by product of a good Dry Sump system is vacuum. I have a Peterson vacuum relief valve in case it goes over 14", it's in an adapter in the former oil fill hole. It's a leftover piece from my Cosworth DS system. Until now I couldn't keep the vacuum from going positive under full boost. That's the secret sauce we are testing (how we do it).

Completely different driving experiences! Heavy front engine AWD tin top vs light mid engine RWD open top. Power Steering & Power Brakes vs old school Manual Steering & Manual Brakes. The good news is the light weight means brakes/tires/hubs last a lot longer than a track car WRX/STI/LGT. If you are thinking of it you need to join the Factory Five 818 forum and read everything you can before you buy either a kit, a donor, or someone else's half or fully completed 818. I have a build thread there, and there are many others, some of whom are master machinist fabricators. It's a tremendous amount of time and effort to build a car. And cost. The problem with the 818 vs say a Factory Five Roadster (Cobra) or Coupe (Daytona) is you can build a Roadster or Coupe for $40K and sell it for $50K. An 818 you build for $40K and sell for $15K! Don't believe the FF line that you can build one for under $15K....well you could but it would be a trashy donor piece of crap car. Figure at least $25K for a decent build. See: https://thefactoryfiveforum.com/showthread.php?28549-Budget-for-818-Build-what-have-I-missed&highlight=build+costs There are several more threads discussing the actual cost of a build. IMHO skip the donor, just get the kit and buy new/rebuilt parts. IF I were considering building a FF kit it would probably be a Gen III R Coupe which is the Track/Race version: https://www.factoryfive.com/type-65-coupe-r/ The in process GTF design is interesting but I doubt I will fit, the headroom looks tight, as bad as the GTM ( which I don't come close to fitting in!). https://www.factoryfive.com/whats-new/sema-preview-day-4-of-7/

We had some shake down problems at ORP. We weren't able to control the boost to 13-14 psi and over-boosted a few times. Luckily the fuel had Boostane in it and the tune was setup to keep the AFR fueling going beyond the normal boost levels so no damage. The excellent news was the coolant and oil temps stayed just right! the new Dom's cyl #4 seems to work, although water temp hasn't been much of an issue so hard to say for sure. We are experimenting with a different system for the crankcase/block/dry sump vent system. It seems to work great with two major benefits: 1) The block NEVER goes into positive crankcase pressure. It typically stays around 12-14" of vacuum. And even while on full boost, even over-boost, the crankcase& heads stayed at 4" of vacuum. 2) The heat in the oil is reduced so that I never saw more than 220 degrees of oil temp. Excellent! We are setting up the 818 dry sump with the same system. If both cars have good results I'll post the details on what we're doing, but not until I'm sure it really works. The excitement of the weekend was that two different cars caught fire while on the track. The first was pretty badly damaged, but since everyone had practice on the first one the second was saved much more quickly. And people ask me why I ALWAYS put on my fire resistant driving suit before I go out to run just a few laps to test some minor tweak.... No drivers were injured in these incidents. Then it was off to PIR for the Enduro. That was not good. About 45 mins before I had to go to the grid I filled the main tank and Aux tank to the brim. I walked away, then came back 10 minutes before time to head to the grid and figured a few air bubbles may have come out and I could get another 1/2" of fuel in the aux tank. I popped the lid off and what do I see, almost no gas in the tank? What? There should be 3.5 gallons in there! I looked under the car and sure enough there was gas dribbling at a very good rate on to the ground. I was parked in the dirt, so instead of it running out from under the car it just absorbed into the ground. And it was dribbling slow enough that it made a very small puddle. There wasn't time to trace down and fix the leak so that ended my race weekend. The Blue Sake Bomber is back in the shop to figure out what was leaking. There's always something, but at least I didn't go up in a giant fireball! Amazingly I am still in first place in the Mini Enduro championship points race.

I think so. We're trying it on both the STI and 818. I'll check it out. We're also looking at some rigid but form-able stuff. Similar to Zircoflex. But not F1 pricing.

After the high point of the season, winning the Spokane Enduro, things went downhill badly for the Blue Sake Bomber. The Turbo fried and came apart, the head gasket leaked, and general bad news. All of it traced back to the helicoil repair on the block. So out with the old and in with the new. And what's the point of a rebuild if you don't do some upgrades! Outfront Motorsports V3 Closed Deck 2.5L Shortblock BC Stage II Cams ATP Gen II 3576 EWG Turbo Dom's Cyl #4 Coolant Mod Outfront Valve Cover and Block AN fittings for the breather hoses. Radium Engineering Surge Tank mounted in trunk. Electrical wiring cleaned up and better connectors. Reroute breather hoses. Heat shield for the Vehicle Speed Sensor in the Tranny. I've melted two of them now! Re DEI wrap the headers. Ongoing mods to improve the flatbottom undertray and dry sump tank breather system. Additional gauges to monitor Diff Temp and Crankcase pressures. We've fired her up and run in the cams for 20 minutes, then let her cool off before putting her on the ArcFlash dyno for another couple of hours of break in and engine tuning at wastegate spring pressure, around 12 psi, with a RPM limit of 5650. At that pressure and RPM it made 338 HP / 327 TQ. I'm looking forward to the full potential of this turbo and cams. Coolant and oil temps were excellent. The Plan: Go up to Oregon Raceway Park for a full track day of break in at wastegate on Friday. If that goes well then get up early Saturday and head to Portland International Raceway for the ICSCC race where I'll enter the Enduro in ME0, still running wastegate pressures. Then back to ORP Saturday night for a day of track time on Sunday with the BSB and some time in the Acura Integra, Rocky, that I still half own. And a side note: The new tranny for the 818R has arrived from ZF Design. All new syncros and LGT gearing. AN fitting in the top rear for a transmission cooler return. That should be back on track next week. We have another Time Attack race at ORP set for Oct 5th, I hope to have the 818R in that one. I'll post up some pics and hopefully a track video from the Enduro early next week.

One lap at ORP. Sorry no sound, I forgot to plug in the mic!

On another front....the 818R was finally ready for serious track time after chasing oil leaks for awhile: The test & tune at ORP started off really well. The oil leaks were all gone! Once that was confirmed we started pushing it a little harder and harder. Later in the afternoon when the track was at least 100 degrees or more, and with the help of another 818 builder, we did hot pit tire temps with a needle pyrometer. I was very pleased with the temps on my new Hoosier R7's. Very consistent 160-165 degrees across the treads. I was expecting them to be quite a bit hotter, Hoosier recommends 180-220 degrees for optimum stick. That's telling me that going to a wider tire is not going to help, at least not until I really start hammering on it hard. Front: 225/40/17 Rear: 245/35ZR18 Then it happened. The 2004 WRX with Cusco 1.5 LSD trans broke. Loud clunking and an awful thump emanate from inside it now. We haven't taken it apart yet to see the exact damage, that will be later this week. Then insult to injury: On the tow in the tow line came undone, the rope went under the right front wheel and wrapped around it, smashing/cracking the fiberglass fender out from the inside, and tearing off the brake line! So back to the shop for fender repair, brake line repair, a rebuilt 5 speed, and this time a trans cooler package. I knew I should have done the cooler, and I can't say it would have helped for sure, but I will do it now that it's getting re-done anyway. A few pics here, a one lap video later this week: ........

I'm a fan of Subi Performance You Tube channel. I just spotted him using a Constant Tension clamp on "How to put a Borgwarner EFR in a Subaru Forester Part I - Subi-Performance"

We only list one with plated screws, and only because the SS version is a 8 week lead time. Murray says other than the worst possible corrosion scenario they are functionally the same . That one is the DB48 Plated Screw. Only the screw is plated, the rest of the clamp meets the below specs. And they cost me the same as the stainless! All others: Murray Dual Bead Super Sealing Clamp SAE Type “F”– For air to air and coolant applications. The inner shield provides superb sealing characteristics and is safe for all soft hoses. It can also be found in the marine, agriculture, construction and off-highway markets. The unique Dual Bead Shield provides superior sealing pressure via its two raised ribs and flanged edges to eliminate damage to the hose when tightened. The unique inner liner also concentrates band-sealing pressure, increasing performance up to 30% compared to standard smooth liners. Flanged edges protect soft hose compounds. Electropolishing improves weld strength, which leads to improved performance, improved corrosion resistance, and enhances appearance with a more even finish. Band Material: 300 Series Stainless Housing Material: 300 Series Stainless Shield Material: 300 Series Stainless Screw Material: 400 Series Stainless Rated Ultimate Torque: SS Screw 60in.lbs. min. (6.8Nm) Recommended Installation Torque: SS Screw 35-45in.lbs. (4.0 - 5.1Nm)

No, all these are Stainless. They aren't the Constant Tension (spring action) clamps. The Constant Tension cost 3x more and so far the testers are having no problems with the Dual Bead style.

It's up! Murray Dual Bead Clamp Kit for GrimmSpeed TMIC $21.71 (That's a 15% discount) and $6.50 shipping. https://www.ebay.com/itm/183861275774

Those look pretty good for fit! Would this be the revised package? 2 x DB 20 2 x DB 36 2 x DB 40? Not the DB 44 or DB 48.... Edit: Looking closely at the pic you have labelled DB40 I think it's a DB44. ...yep, it is. I'll work up an all DB package tonight.

You're smoking fast at ORP and The Ridge. That's great, you're welcome to a share seat in the Blue Sake Bomber for a Mini Enduro as soon as you get your comp license. You really need to cage the wagon and run full racing harness and HANS device! Here's why: A driver was killed in May at a Porsche Club Drivers Skills/HPDE event at Spokane Raceway. From reading the cause of death it's likely he was not wearing a Hans device (I don't know for sure), but these are a classic description of the trauma that the Hans device protects against: "SPOKANE COUNTY, May 21, 2019 - The Spokane County Medical Examiner has confirmed the identity and cause of death of the man who died at Sacred Heart Medical Center in Spokane, WA on May 14, 2019 as the result of an incident in the 700 block of N. Hayford Rd, in Airway Heights, WA on May 11, 2019 Name: Warren Rex Morgan Age: 60 years Cause of Death: Cerebral infarcts due to C1-C2 dislocation with bilateral vertebral artery dissections due to blunt impact - neck hyperextension. Manner: Accident" "President of Quincy fruit company killed in auto crash at Spokane County Raceway. QUINCY – The owner and president of Double Diamond Fruit in Quincy died suddenly earlier this month. Warren R. Morgan, 60, was killed on May 16 in an auto crash at the Spokane County Raceway in Airway Heights." Get a freaking Hans! At least get a Simpson Hybrid so you can have a HANS + your factory belts.

So it sounds like an all DB package is the bet way to go for now. Rhino, I shipped you one DB44 and one DB36. Let me know if they fit better without so much tail. Any update for the thread?

The Blue Sake Bomber took First Place in Class and First Place Overall at the Northwest Motorsports Spokane Grand Prix Enduro. Special thanks to Subaru of Bend, your support over the years has been great! And thanks to Surgeline, and Arcflash for your help. ..