Category Archives: STI

So, I did this thing…

What did I do this weekend?

I traded the STI for a 2018 Jeep Wrangler Unlimited.

I now have all these parts to sell but need to spend some time trying to appropriately price them.  I still have the winter wheels (OEM) and tires (new Blizzaks), a CNT catted downpipe that’s never been installed, a Cobb AP (unmarried), a Nameless cold air intake (was installed a few years but is near perfect), and a few other things (turbo blanket, EBCS, Walbro fuel pump).

The funds I receive for those parts will go to Jeep parts!

I was considering another STI but didn’t want to buy one and see Subaru release an engine revision soon after.  I also considered a Golf R, but quickly gravitated to the Wrangler instead.  I briefly looked at Focus RSs but for some reason, I’m not attracted to them, regardless of 350HP.

Oh, I got $17,500 for my 2011 STI.  That’s a healthy down payment.  That’s the highest offer I’ve received from a dealer (I’ve seen $14K and $16K).  The car had 44K miles and had wear and tear associated with a 7 year old car. It had 3 door dings and some chipped paint on the hood.  KBB quoted me $18.5K and $19.5K a week later.  I think I did well enough.  This is the value power of STIs.  If I’d had a different brand, especially domestic, they would’ve given me maybe half that.  This is the main reason I decided to go Wrangler…they’ve more value power than even STIs.

The car was stock when I turned it in (that was mandatory for me to do…I was not going to shaft the next owner).  Before I returned it to stock, it only had the Cobb OTS stage 1 with AEM intake tune and the Nameless cold air intake.  Was easy enough to put it back to stock…would’ve been a bit more difficult if I’d added those other parts like I’d planned.

Anyways, I’ll keep this site up for now and I may occasionally post about WRXs or other sports cars.

Need A New Y-pipe! :(

Some updates with me:

I’ve been out of work since late April of 2016, as I quit my job.  I’d been in financial limp mode since then.  I’m about to start working again and can resume supporting my hobby activities.

I’ve not driven the car all that much since then.  Before that, I’d taken a trip to Roanoke, VA and back (was doing some remote work there).  There’s maybe 25K miles on the car, but I recently had to look under the car to assess a tire that wouldn’t hold air.  I was shocked at the amount of rust I saw on the Y-pipe…it looks like it’s already allowing air to escape.  So, I need a new Y-pipe.  Most places sell the Y-pipe with the mid-pipe.  Also, most places sell these for mucho dinero ($600+).

Now, I have a CNT catted 3″ downpipe now, as well as Nameless axleback muffler deletes.  I found an aftermarket mid- and y-pipe for under $300 but that set is 2.5″…I’d rather have 3″ all the way back, not 3″ tapering to 2.5″, but I don’t think I’ve a choice in the matter.  Well, I do, but the next choice is $600+.

I still need to install the CNT downpipe…it’s been sitting in the garage in it’s box the last 2 years.  There’s really nothing keeping me from installing it other than utter laziness.  I really should get it installed soon.

My next purchase needs to be deep socket lug nuts.  The OEM lugs work fine with the OEM wheels, which I still use with winter tires in the winter.  They work fine with the TSWs functionally, but they’re difficult to install without scratching the wheels.

I should also consider looking under the car to ensure the suspension bushings aren’t damaged.  I thought I saw one that was cracked the last time I swapped the wheels out this past spring.

Updates done!  🙂

Subaru Gains Class Win in Nurburgring 24 Hour Race

http://www.car24news.com/subaru-wrx-sti-scores-back-to-back-class-win-in-a-very-wet-nurburgring-24-hrs/

I post the above for those that insist that Subaru is no longer relevant in motorsports.  Subaru certainly isn’t the only manufacturer in the SP3T class.  Thanks to Car24News.com for the above article.

Note that the SP3T class requires 2.0L or less in engine displacement, as well.  They’re using the EJ207 as a base in their NBR race cars, which doesn’t represent USDM but is nonetheless one of their core engines.  This also means that this car will not be competing with the Focus RS, as the RS is using a larger displacement engine (2.3L, I believe).  I mention this because several people insist that the RS can do better…it so, it’ll have to step down in displacement to prove that…that’s certainly not going to happen, because they’d have to either homogenize a 2.0L version of the car and then step down.  Or, Subaru would have to use the 2.5L variant of the EJ, which would put them in the same class as the Focus RS would race within (that’s not going to happen, either).

Subaru Gains Class Win in Nurburgring 24 Hour Race

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http://www.car24news.com/subaru-wrx-sti-scores-back-to-back-class-win-in-a-very-wet-nurburgring-24-hrs/

I post the above for those that insist that Subaru is no longer relevant in motorsports.  Subaru certainly isn’t the only manufacturer in the SP3T class.  Thanks to Car24News.com for the above article.

Note that the SP3T class requires 2.0L or less in engine displacement, as well.  They’re using the EJ207 as a base in their NBR race cars, which doesn’t represent USDM but is nonetheless one of their core engines.  This also means that this car will not be competing with the Focus RS, as the RS is using a larger displacement engine (2.3L, I believe).  I mention this because several people insist that the RS can do better…it so, it’ll have to step down in displacement to prove that…that’s certainly not going to happen, because they’d have to either homogenize a 2.0L version of the car and then step down.  Or, Subaru would have to use the 2.5L variant of the EJ, which would put them in the same class as the Focus RS would race within (that’s not going to happen, either).

Subaru Isle of Man – Fast Lap

http://www.roadandtrack.com/motorsports/a29557/at-subarus-record-shattering-isle-of-man-lap-the-fastest-run-never-happened/

Higgins’s flying lap record attempt in a Subaru WRX STI is a recently-established tradition. Historically, the TT is a bikes-only event. But Subaru is a major sponsor of the annual two-week racing festival, and Higgins, born and raised on the Isle of Man, is deeply respected in the Manx motorsports world.

This is a significant quote of the article if you’ve been hearing that these attempts are nothing because Isle of Man people only care about motorcycling.  I’m pretty sure they care about Higgins just as well as the event itself and history of the event.  People that think that the time was slow need to understand that if the time was related to a motorcycle, it would’ve been a qualifying time (ie, it’s running as fast as many of the motorcycles that attend the events).  Trivializing the feats is just ridiculous.  IMO, the only people that can legitimately criticize the runs are people that have driven their cars at an equal or faster pace at the Isle of Man while also using a 4-wheeled vehicle.  And just because other car makers haven’t run their cars in the event, doesn’t make the feats any less significant.  Nothing is stopping other car manufacturers from attempting the same, right?

As well, I’ve heard such comments as, “A Z06 or Ferrari 458 Italia can equal the feat”.  I highly doubt that, as neither of those will have the AWD advantage to  go balls-out like Higgins has been doing.  There is no run-off, the streets are bumpy and not designed with speed in mind, yet the Higgins has no problem running the Subaru quickly and without mishap on those streets.  Another AWD car (probably of similar genre) would be the better choice.  I’ve actually love to see other manufacturers run the Isle of Man!

How to Avoid Blown Ringlands in your Subaru WRX or STI – Viking Speed Shop

This is a good read, and I’ve elaborated on some of the article’s listed items in the past (here, here, and here), but I’m not a mechanic nor do I claim to fully understand a combustion engine’s inner workings.  This article comes directly from Viking Speed Shop.

An excerpt:

While largely limited to the late model WRX and STI with the EJ255 and EJ257 motors, there’s been some concern raised about the sheer numbers of ringland failures being reported on the forums. Our goal with this article is to address why this is likely occurring and how you can guard yourself from it happening to your Subaru. Some of these may seem like common sense to most, but for many younger or first time turbo car owners it may be new.

Read more @ http://www.vikingspeedshop.com/how-to-avoid-blown-ringlands-in-your-subaru-wrx-or-sti/

2015 Subaru WRX Premium – Is the STI the Better Rex? – Automobile Magazine

2015-subaru-wrx-premium

“Should I have splurged on an STI?” It’s a question all Subaru WRX owners ask themselves at some point. We’re no exception. We’ve enjoyed our Four Seasons 2015 Subaru WRX Premium, but from the very beginning have wondered whether we should have sought those three extra letters. It came to a head when a 2016 Subaru WRX STI arrived at our office for two weeks, wearing the same shade of blue pearl paint as our car.”

Read more @ http://www.automobilemag.com/reviews/12_month_car_reviews/1506-2015-subaru-wrx-premium-june-update/

Notes –

Many people insist that the current (2015-2016) WRX is equal or even better than the current STI.  This is mainly due to the ultra-tunability of the WRX’s FA20DIT engine, the fact that it has a broader spread of torque through it’s rev range than an STI, and the fact that it’s cheaper.

I’ve been instisting that the STI is the better car because it’s more track-tuned.  No, not everyone is interested in track driving, but we’re talking about cars with rally heritage here (both the WRX and the STI shares that heritage).  It’s funny that the WRX supporters appear to conveniently forget this to support their argument but it is almost always   mentioned when someone compares the WRX to a FWD or RWD car.

What I love about this article is that they highlight the WRX’s street strengths (it’s torque availability across the rev range) while also showing that the STI is the better car when it comes to spirited driving (it’s edgier and those edges become a negative aspect in daily driving, but become positive once the pace increases).

On the track, that immediacy gives the STI a clear advantage. More aggressive torque vectoring helps it claw through corners more quickly, and more communicative steering lets you approach the limits of adhesion with greater confidence. “It’s a WRX with all the slop and bushings and hesitation removed,” says Holmes. Even here, however, we’re talking about the difference between good and great. We’ve taken our Four Seasons WRX to the track; it’s no slouch.

I’ve said the following many times, too:

Making a decision between them boils down to how you’ll be using your Subaru. If you plan to spend lots of time at the racetrack, figure out how to scratch together the extra $8,100 for an STI. Its superior suspension and sensitive controls simply make it a more rewarding car to drive at ten-tenths.

Both cars are great.  One is less focused but great for the street, while one is track-focused and great for the track.  Run either one out of their element and their weaknesses will show.

I usually frown upon articles that compare the two cars.  They’re not made to compete against each other.  Back in the day when there was the Ford Mustang LX 5.0 and the Ford Mustang GT, you rarely saw articles comparing the two.  You didn’t see comparisons of Suzuki’s B-King and their Hayabusa, either.  You don’t normally see comparisons of Dodge’s Hemi-powered Charger SRT and their non-SRT Charger.  You typically don’t see the Porsche Cayman base model compared to the Cayman GTS, yet so many people get wrapped around the axle in trying to compare the STI and WRX.  I don’t really get it.  They’re two different cars that focus on two different markets.  Buy what you want and be happy about it (without trying to justify which is better because of your subjective view).

Lastly, no, you can’t buy a WRX and tack on the parts that it lacks ($8000+) to make it equal an STI.  You’ll run out of that extra $8000 in savings well before you end up with an STI equivalent…and you’ll still just have an WRX.  The STI’s 6-speed alone justifies it’s higher price, but the STI is the sum of it’s parts…they’re all tuned to make the STI what it is.  I DO NOT hate the WRX, but it is the base product of the product line.

UPDATE:

Here’s a video I just found that has an opinion (I don’t really agree with ALL of it but it does mention some things I didn’t comment on) —

FA20DIT vs. EJ257

UPDATE:  Someone responded negatively to this post, saying it was biased and that I didn’t supply hard data.  I did not approve it since it read like a 10-year-old wrote it.  About the data: there are many places on the internet where you can get hard data.  In fact, there are several magazine articles that I reference on this blog that have data.  The thing about data is that it can be read in many ways when using it as support media.  You can also make pretty accurate assumptions from the gaps within the details.  And about the bias, I’ve yet to read an article that has 100% unbiased opinions on the subject.  I’m all for constructive criticism, but if you’re going to bring it, at least show me how you’d have done it better (provide the facts that I’m missing and show me an unbiased report).  Of course I’ve bias…I’m the owner of an EJ-powered car and this is my corner of the internet.  There’s nothing to stop me from being biased on my own blog.  🙂  Even if I owned or have extensive experience with an FA20DIT, I’d still favor the EJ.  It’s more proven…that comes with years of use.  We know what will fail.  With the FA20DIT, we don’t.  Just because we know a part will fail doesn’t mean that the component is shit.  It just means that we know where the issue will occur and will know how to deal with it when it appears.  You can’t say the same of the FA20DIT at this point in time.  Maybe 10 years from now, though.  As for which is better from a performance standpoint, the EJ has FAR more aftermarket support.  So, DIT makes it easier for the FA20DIT to generate power…no one is refuting that, just as no one is refuting the fact that the FA20DIT is an adequate replacement for the outgoing EJ255 that resided in the 2011-2014 WRXs (we’re NOT talking about the EJ257 that resides in the existing STI, as well as prior versions of the STI, though), but we’ll answer with a question:  why hasn’t Subaru put the FA20DIT into an STI yet?  It probably has to do with the fact that the FA20DIT isn’t a revver and tends to run out of steam rather early.  It’s a good engine for the street because it offers it’s power earlier than the EJ, with less lag, but that’s only because of the twin scroll setup (the turbocharger setup is different between the two).  As well, I’ve yet to see any article that shows that the stock WRX is desirable in a track environment (circuit, not drag strip).  I’ve never seen a track driver say, “I think I like the WRX better.”  When anyone can provide what I’ve asked or what I’ve pointed out as lacking, maybe I’ll change my stance.

I also think that pricing comparisons nullify any performance arguments – if you have to mention Car X is better because it costs less when comparing performance between the two cars, that is a hint that Car X probably isn’t a good car to compare to Car B.  That is the reason why I do not compare by price in this article. I wanted this to be a comparison based solely on performance.  When I bought my STI, I was looking at WRXs as well, but I was never looking with the  “I want a car that’s as good as an STI but cheaper” mentality, because that’s compromising.

UPDATE 2:  Someone attempted to post the following (I even didn’t entertain approving the post):  “Sti 6 speed and axles with an fa20dit beats all”.  My response is, we’re talking stock for stock.  I’m not going to get into some hybrid build between STI and WRX.  We’re totally talking OEM here.  What you do in your own garage is your business.  If we talk of builds in such a fashion, we may as well accept LS1-engined WRXs into the discussion.  That’s a bit stupid, IMO.

I occasionally see someone saying that the FA20DIT is a better engine than the EJ257. I agree when looking at the stats of these two engines, but real-world, I don’t think so.

The reasons are:

The EJ257 has been used going on 15 years, with wide aftermarket support. The FA20DIT’s aftermarket support is growing, yes, but it will take time to determine the FA’s weakness as it relates to longevity and aftermarket support. I believe Subaru thinks the same thing, otherwise they’d have no problem putting the FA20DIT into the next STI. As it stands now, two model-years have gone by without putting the FA into the STI. As well, they aren’t using the FA20DIT in their rally or Nurburgring cars (the Nurburgring car uses the EJ207, but it’s still not using the FA20DIT).  I’ve also heard that the direct injection causes mad carbon build-up (many people were expecting that).

As well, you’ve tons of people stating that the WRX itself is a superior car to the STI, which is a bit dumb. First of all, that’s like comparing an Camaro SS to a Camaro SS with the 1LE package. They’re basically the same car but one is a base car while the other is tuned. When comparing performance aspects, one should not also compare the financial savings between the WRX and STI, as that does NOT relate to performance.

If you’re looking for a nice car, a WRX is a good choice, but if you plan to track that vehicle and be competitive, you’ve two choices…get the STI and have a near-race-ready car (and remember, you can still own an STI and have no inclination to track it), or get the WRX and end up spending much more than the difference in price between the two cars. Many people say, “well, I can tune the suspension and up the power for less than $10K.” While that may be true, you still won’t have a car that will equal the STI. You might be able to run a quicker quarter-mile time, but you still won’t have an STI.  In either case, you might end up with one aspect of the WRX being better than the STI…the STI will be better at the other comparable aspects.  For the money, the STI is just flat-out better at most things the WRX does as it relates to performance…because it’s tuned for the track.  The WRX will be better as it relates to street focus and everyday driving (it has more torque down low and will require less shifting, especially with it having a twin-scroll turbocharger).  The trade-off is that it’ll quickly run out of steam when going all-out (ie, in circuit racing).  But also, it’s more than just adding parts to a WRX…who tunes the suspension? Who tunes the engine after adding the power-adders that will make the engine just as powerful as the EJ variant that resides in the STI? Either the owner or a tuning specialist.  Both of those aspects will cost money, by the way, even if the owner ends up tuning his/her own car, because the owner still has to buy and install the parts and there’s a cost (maybe not monetary, but there’s still a cost) to ensuring the job is done correctly.  As well, even if tuned, a WRX will still lack a robust 6-speed transmission.  The new transmission in the VA-chassis is the same as what was in the GR/GV chassis WRXs.  It is a Legacy throwback with an extra gear.  The new 6-speed in the WRX is still glassy…up the power and risk your transmission.  It is also still cable actuated.  It is no match for the STI’s 6-speed transmission.  Additionally, it was mentioned that a WRX will stop shorter than an STI with Brembos…that may be true but it’ll happen only once, as a WRX’s brakes will fade drastically after the first braking test run, and if you’re on a track you’ll get maybe one lap (depending on the track) before the brakes pads become unreliable. STIs will also eventually cook their brakes (again, it depends on the track) but not as drastically as the WRX. I believe it’s more than just changing pads, too. The STI has bigger brakes and the pads are more aggressive…they’re just going to work better than WRX braking equipment.

Admittedly, an STI will beat you up when it comes to ride quality and when being compared to a WRX.  It’s ride is stiffer.  That’s the nature of the beast. If you don’t like such things, don’t get the car, but it is what it is. The STI is less of a compromise when you’re driving spiritedly.

There is also a common misconception that the EJ is less reliable than the FA20DIT. The first thing that comes to mind is the ringland issue that EJs tend to have. My car has close to 30K miles and hasn’t yet had an issue with ringlands breaking. I believe it’s a matter of not beating on the engine. What do I mean by this? I mean, don’t rev and race off to work without giving the chance for the engine to warm and circulate it’s fluids. Don’t lug the engine in a higher gear than necessary (ie, doing 30mph in 5th or 6th gear, going full-throttle in 6th while at 50mph on an incline). Don’t bang off the rev limiter. Change your oil as recommended in the manual. Check the oil religiously and ensure the oil is at a satisfactory level. Running a tune? Perform datalogging at regular intervals, just to ensure the logs aren’t showing bad signs. Many forums complain that the EJ257 is troublesome, but maybe it’s because people are tinkering too much with parts and tunes. Some guys report that they’re on their 3rd and 4th engines…WTF?  They’re not doing something right or they’re mettling in things they don’t understand (and blaming it on Subaru when they break things).  Yes, some stock engines have ringland or bearing issues…if it were as bad a problem as people mention in the forums, Subaru would’ve got in front of the issue a long time ago (or been forced to by the government).

That’s just my spin on things, though. YMMV.

2015 Subaru WRX STI vs. 2004 Subaru Impreza WRX STi

2015-subaru-wrx-sti-vs-2004-subaru-impreza-wrx-sti-feature-car-and-driver-photo-659390-s-original

http://www.caranddriver.com/features/2015-subaru-wrx-sti-vs-2004-subaru-impreza-wrx-sti-feature

Car & Driver pits the 2015 and 2004 Subaru WRX STIs against each other, finding that although there’s more than 10 years of development between them, they’re still awfully similar in performance.

This was a great read.  As well, the article comments can give reader insight (or laughs).

Enjoy!


Ford Focus RS – 345 HP?!


The juicy tidbits:

The Volkswagen Golf R? The Subaru WRX STI? Ford rooster-tails sand in their faces with the announcement that the awesome new Focus RS will make a staggering 345 horsepower from its 2.3-liter EcoBoost four-cylinder. The VW packs 292 horsepower, the STI 305.

Ford claimed “more than 315 horsepower” when it first detailed the car in February, and this announcement more than fulfills that promise. The word comes ahead of the 2015 Goodwood Festival of Speed, where Ford rally driver and RS development consultant Ken Block will run the all-wheel-drive superhatch up the hill.

Also confirmed: the RS’s torque figure, which comes in at 325 lb-ft between 2000 and 4500 rpm. An overboost function allows for a maximum of 347 lb-ft for up to 15 seconds when the driver’s right foot is buried against the firewall. (For further comparison, the Golf R peaks at 280 lb-ft and the STI at 290.) The EcoBoost’s rev limiter cuts in at 6800 rpm.

People continue to harp that this is more than the Subaru WRX STI.  Yes it is…that’s extremely obvious.  But there are some things that Subaru has going for it’s flagship.

The WRX STI will be a LOT cheaper and less limited, production-wise.

As well, the Subaru offers true AWD.  Having 100% power directed to the rears or fronts means that the car isn’t really AWD.  Yes, such a system gives better fuel economy, but I highly doubt it’s going to be as agile in inclement weather with such a system.  Subaru’s AWD technology is very much second-to-none when compared to  all cars in it’s category and several outside of it’s genre.

Resale value will be another item to ponder with the Focus RS, even with it being sold in limited qualities, will they retain value as well as Subaru’s STIs?  Blue Book value one a 2011 Subaru WRX STI that was sold at $32,000 can be between $24,500 and $29,500 (low price being rough value and high price being excellent condition value)…that’s on a 4-year old JAPANESE make.  In my opinion, that’s extreme value retainment for a car that isn’t really considered a limited edition model (they are sold in limited quantities but are not limited to such low counts as to be considered a limited edition model).  The Focus RS may retain value just as well or even better, but only because it would be an actual limited production car, which probably makes comparing resale an apples/oranges comparison.

Subaru’s aftermarket is HUGE…much larger than Ford’s Focus aftermarket.  The Focus may have better modification potential due to it’s more modern engine, but it’s a bit difficult to compare modification potential objectively since the technology between the two engines are so different.  I doubt the Focus RS aftermarket will top Subaru’s, since the car will be sold in limited numbers.

There’s no doubt the Focus will be the better car, but that’ doesn’t mean the STI will become irrelevant.  Ford will have to prove it’s better…on racing circuits and in video and e-zine reviews…not just on paper.  And, again, there’s a drastic difference between the two cars.  The Focus RS would better compare to the Mercedes CLA-45 AMG (which is a front-biased AWD car with 350-HP from a turbocharged inline-four — it has much more in common with the Ford Focus RS than a Subaru WRX STI).