http://emptyroadchronicles.com/2014/05/06/car-tech-the-subaru-headgasket/
The OEM head gaskets on the EJ25D have a tendency to fail just as much as the sun has a tendency to rise in the east. If you have one and the head gaskets have NOT been replaced, here is what you need to do to remedy a tragedy.
This is a pretty interesting article to read if you’re a gear-head and crave quirkiness…yes, the boxer design is quite quirky.
I’m going to try something different.
I’m attempting to document each color option of 2015 STI/WRX with real-world pictures. It’s very obvious when looking at the site states that people are interested in seeing pictures of the 2015 STI and WRX, so I’ve created galleries of each color:
Crystal Black Silica:
Crystal White Pearl:
Galaxy Blue Pearl:
Ice Silver Metallic:
Lightning Red:
World Rally Blue Pearl:
I’m still trying to determine how to reference the galleries (each color has it’s own gallery), as I won’t always want to post 20 photos into one blog entry. I’ll figure it out soon, though.
I don’t know about you people (dare I even ask?), but the new 2015 WRX has been growing on me — my preference is the 2015 STI and not so much the 2015 WRX. Every time I see pictures, my mind is blown!
These are tastefully done, IMO…definitely not of the Hella Flush crowd. And that silver one…looks great in that color. The quad exhaust look great too! Yes, I can definitely do a ’15 WRX!
I posted earlier about my turbo heat blanket research and my findings. I mentioned in that post that I would look at aftermarket heat shield solutions. My plan is to use both a good turbo heat shield and the turbo heat blanket.
My choice will be one of the following:
Nameless Performance Downpipe Heat Shield
The Nameless Performance example is normally $85 (subject to change, obviously) but there’s also the option of a ceramic coating, which adds $40 more to the cost. There are also free color options.
The CB example is fully titanium and is $4 more than the Nameless version.
I’m obviously biased since I’ve several Nameless products on the car already (a Nameless product would better fit the current motif, and with the option to add different coloring, I can better coordinate a desired look). I’ll more than likely go Nameless, but I wanted to mention the CB option, since they’re close in price and because titanium is one of the more exotic materials to use.
A week or so ago, I bought a used Perrin turbo blanket ($50), thinking that I’d use it instead of having to buy an aftermarket heat shield when I install my CNT downpipe. I did not want to have to modify the stock heat shield (cutting is involved, which would make the heat shield less effective).
So, I’ve been doing a lot of research, trying to determine if there are any real consequences in using a turbo blanket. The premise of using a turbo blanket is to keep the radiant heat of the turbo inside the hot side of the turbocharger, which would make the heat stream more effective. A possible consequence would be that the resulting heat would put the heat level outside the normal heat range of the hot side of the turbocharger, which could cause premature failure of the turbocharger. Another possible consequence would be that the additional heat could cause an engine that was recently stopped to coke any oil that is in the cooling system on the hot side of the turbocharger (this could be debunked due to the fact that modern turbochargers usually are cooled by both oil and water, such is the case for GR/GV Subaru STIs).
My finding is that there is no solid evidence that a turbo blanket will kill your turbocharger. Turbochargers are built to take very large measurements of heat, so adding a heat blanket should not overburden the turbocharger. Heat also makes the turbocharging system more efficient (the more heat, the better the turbo reacts to the demand for boost).
The main reason I want to use a heat blanket is so that my IC won’t be heat-soaked, since it is above the turbocharger (it is top-mounted). A heat-soaked IC would more than likely cause a pull in timing during the hot months of summer or in stop-go traffic, or even at local track events.
There’s a crap-ton of information regarding this topic and I can’t seem to find any solid consequence for using a turbo blanket, so I’m probably going to install my used example when I go to Stage 2. I’m also going to buy a top-tier heat shield, and I’ve evaluated a couple here.
Also, note that I’m well aware that there are cheaper variants of this style of turbo blanket (PTP). In doing my research, I also found that Perrin has allowed PTP the right to sell what is essentially a Perrin design (when I find that URL again, I’ll link it here). As well, there are apparently new versions of these blankets. They’re essentially made from ground lava rock, which allows these variants to retain heat more efficiently.
https://plus.google.com/114005208860575868874/posts/VsXChe47HPc
+Subaru UK has announced plans to attempt to set a new lap record at the Isle of Man TT course with the 2015 #WRX #STI.
Set to be driven by British rally champion Mark Higgins, the model will attempt beat the previous record of 19 minutes and 56.7 seconds. That particular record was set by Higgins in the previous-generation WRX STI in 2011.
As a refresher, the 2015 WRX STI has turbocharged 2.5-liter four-cylinder engine that develops 227kw and 393nm of torque. It is connected to a six-speed manual transmission and a symmetrical all-wheel drive system.
While Subaru says the car is a standard production model, it will be equipped with retuned springs and dampers to “minimize any potential damage when the car encounters the many bumps – and jumps – at high speed along the course.” The model will also be outfitted with a roll-cage, a racing harness and a fire suppression system.
According to Higgins, “Setting the record was totally exhilarating and one of the highlights of my career – Bray Hill certainly added to the thrill! As a Manxman, I love the TT Races and I have a huge amount of respect for the TT riders and what they do. It will be a real honor to attempt a new fastest car lap.” (WorldCarFans)
I hadn’t planned to do it today, but ended up removing a badge from the trunk of my car (and removed a dealer sticker too).
I was outside and had just finished some yard work when I stopped to do a quick walk-around of the car (I do this from time to time). I went to a car meet this past Friday and there were a few WRX and STI owners there. I saw that the majority of people had done some level of debadging and I’d thought about it for awhile but never got around to it, so I immediately started toying with the dealer sticker. It came off easily but left very sticky glue residue on the trunk. I was able to get it off with WD-40. I then looked at the “Impreza” badge and decided to see how tough that one would be to remove (because badges are more than just stickers). That was a LOT tougher to get off. I ended up using dental floss to cut the badges off but that left not only glue residue the material that the glue sticks to. It was a BITCH to get that off and I didn’t have any Goo Gone, although I did have something similar to it (just not as strong).
Here is a “before” pic:
Here are “after” pics:
I will more than likely remove the “SUBARU” badge next, or the line below it (Symmetrical AWD).
I like car magazine articles such as this one, because I can relate to the older cars very well, and older cars such as the 2005 NSX are still desirable, even if they’re no longer made. An excerpt from the article:
Driving a new Acura NSX in 2005 was a bit like trying to text on a Motorola StarTAC. Yes, that was the best mobile phone of the 1990s, but it was hardly the best tool for the job. And yes, Acura had updated the NSX over its life, but by 2005 this aluminum supercar was past its sell-by date. Its V-6 still sounded as good as it did when it arrived in 1990; it was just that the 290-hp NSX couldn’t compete in a streetscape filled with400-hp Corvettes, 911 Turbos, and AMGs. And certainly not with its $90,000 sticker.
The 2013 Porsche Boxster is a good car to compare the 2005 NSX against, and, surprisingly, the NSX holds it’s own when comparing handling characteristic between the two (and engine comparisons give the NSX the edge, as it appears to have a torque advantage).
The rest of the article is linked below. I enjoyed this read.
What’s throwing me for a loop is that none of the magazines have compared the old 2011-2014 WRX with the new 2015 WRX. Also strange is the fact that all of them have compared the new WRX against the new STI (or at least discussed them against each other).
It’s almost like the car magazine industry is purposely not comparing the old with the new in a direct comparison, which is weird because that’s the sure-fire way of determining what the better changes are, without doing paper-stat comparing.
Once I’ve had time to read the article, I’ll add my 2 cents to the bottom of this post.
