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Bummer. On a more positive note, I'm finally talking with Andrewtech about axles.

How many Freudian analysts does it take to change a light bulb? Two. One to change it, and the other to hold the penis. LADDER. I MEANT LADDER.

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“Winston, if you were my husband, I would poison your tea!” –Lady Astor to Winston Churchill at a dinner party “Madam, if I were your husband, I would drink it!” –Winston Churchill’s response to Lady Astor

The first time I saw that joke it was actually a cartoon, and it happened on a cliff, not a bridge. And it was the biker who jumped, except that it wasn't a biker, it was just some random guy. I guess someone from Perkin (probably someone named George) fancied himself in that scenario.

You know, that's a really good idea... I'll have to try that next. Where can I get a copy? The change that I made last week wasn't about the smoothness of the tables though, it was about the smoothness of the engine itself, around 2000 RPM. I added timing (a lot, up to 20 degrees) in the low-RPM, low-load corner. The engine now stumbles a lot less that it used to in the 2000 RPM area.

Beats me. All I know is that adding timing made it run smoother. It's not 100% smooth, but it's much better.

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Last weekend I revisited the ignition timing idea. I noticed that my stock 05 LGT ROM had as much as 15 degrees less ignition advance than a stock 09 LGT ROM, and I started to wonder if maybe Subaru learned something in the 4 years after my car rolled off the assembly line... For example, my ROM has 32 degrees at 2000 RPM and 0.5 g/rev, whereas the 09 ROM has 45 degrees. At 1600 RPM and 0.5 g/rev, I have 24 degrees and the 09 ROM has 41. At 2000 RPM and 0.25 g/rev, my stock ROM has 26 degrees, and the 09 ROM has 45 degrees. So, I made a couple of new ROMs, with timing values from the 09 LGT in the 800-2800 RPM and 0.5-1.0 g/rev area. One ROM uses the values from the 09's Cruise timing table, the other uses the values from the 09's Non-Cruise table. The non-cruise table runs the most timing in this area (the comparisons in above this paragraph came from the non-cruise table) and it seems a little smoother. I need to do more A/B testing to be sure though. The result has been significantly smoother driving in the sub-2500 RPM / sub-1.0 g/rev area. I didn't make any AVCS changes because this problem is worst when the engine is cold and AVCS doesn't start operating until the engine warms up. I didn't make any AFR changes because this corner of the fuel table is all 14.7 anyway. I've attached a screenshot of the timing table that I've been running since Saturday, using values from the 09 LGT's non-cruise timing tables. The highlighted cells are the only ones that I have tweaked for this experiment. The corresponding dynamic advance table has no advance in the 0.25 and 0.5 columsn, 1.05 degrees in the 0.75 g/rev column, and 1.4 degrees in the 1.0 g/rev column. I still have more experimenting to do, but I was so impressed by the results of this change that I figure it's worth sharing right away.

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I have the STI spec B STS shifter as well. I'm OK with the height, but the throw is too long, so I bought a Cobb lever... haven't installed it yet though.

The custom driveshaft that Hammerdown came up with will allow using an R180 yoke - details are in post #2. The 04/05 STI and Spec B mounts are quite different. My trans/diff package included a diff mount and it was unusable. I agree that the 08+ STI diff mount might work though.

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The key thing is that they're making more power from the same-size compressor wheel, or the same power from a smaller wheel if you prefer. His GTX 3076 top end is in the same neighborhood as the old GT 3582, but with less lag. The GTX 3071 (the next size down from his) is probably pretty close to my GT 3076 at full power, and it might spool up a little quicker. ...in theory anyway. I haven't seen enough dyno plots to know for sure since they're still pretty new. And I'm trying not to tempt myself...

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