mike_nunan

Quattro,

Thanks for your comments. This certainly seems to have turned into one of the more informative threads on the BBS. Anyways...

1) David has provided us with some hard facts now. I s'pose we can take partial credit for this

2) I must admit my assessment of him and his company was that they are engineers first and salesmen second, and I was pretty sure they weren't trying to sell an unnecessary solution. If they're taking the opportunity to sell us a necessary one, then more power to them <groan>. From what David says about detting in the phase 2 engine, it sounds like there is a problem worth solving.

3) I take your points to a certain degree. However, I still reckon that track day experience is worth something, even without a trainer. It doesn't take Einstein to avoid taking risks when you're alongside another car, or on corners with no run-off. Even if you roll it, you aren't likely to sustain a serious injury (Ian Cook can verify this, I think ). I managed to visit the gravel on my track-day debut at Donington, and that was a most valuable learning experience. I learnt what *not* to do, for one thing, and also found out how much I still have to learn, which is often the most valuable lesson of all.

Best regards,

-= mike =-

quattro

Mike,

I also read DP's most recent comments and even feel good I may have 'provoked' (not the right word, I know) them to a certain degree. Yes, what he says does make sense and (also what he has said many times), after all the years in the business he seems to have more than enough customers who implicitely trust him, otherwise he probably would not even be in business today. To potentially surprise many, I have just decided to acquire his STi V upgrade as soon as it becomes available. My car is currently finishing it's running-in term and I was not planning to rev it to 7 or 8k regardless.

Let's hope it will all happen fairly soon and give us a bit more to look forward to.

To keep your and some other brains on the board active, I will put another subject for discussion (before any PE mods executed to my car). Very soon I will be having the HKS Hiper exhaust (up to the cat, no downpipe), their Power Flow Induction Kit and the Air-Fuel Regulator. I have seen lots of Hiper photos and on an Impreza it looks as if the backbox exits under the shell at an angle rather than straight. Can someone confirm or explain? FInally, everyone loves the ScoobySport backbox. Leaving aside the question of cost and the sound (which I am far less interested into than flow of gases and improved driveability), why that one and practically no other ever gets mentioned? First hand experience rather than speculation much appreciated.

Thanks and regards
quattro

Phil T

Hi Quattro,

Maybe I've taken your comment in the wrong way. Are you saying its not safe to rev Sti V's to 7,000+ revs?

quattro

Phil,

I did not mean to say it was or was not safe, but DP said very clearly a little bit further up this topic that detonation existed over a wide band of engine revolutions with most serious abnormality coming in at very high revs (which makes perfect sense to me because everything gets more burdened at 7k than at 4k). Bearing in mind that UK cars seem to have the rev limiter set at 7000rpm, I assumed that it would do not harm to rev the STi V to that point, rather than to 7900rpm where the instrument produces the very first red line (until such time that we have correct mapping for whatever is needed to keep this damn knocking sensor disciplined). As I have stated before in this discussion, I personally see no point in revving this engine much over 6000rpm, but there will always be people around to disagree. Hope this clarifies my thoughts well enough.

q.

RBT

Phil,
If your car has the detonation problem, then it's likely to suffer more-so at higher revs than at lower ones. I'd say go along to PE, get your car on the road and if you have the detting, they'll tell you how bad and it's then up to you.

I'm waiting to buy an STi until this ECU is available as I'm a bit paranoid. Having had a Honda engine go totally caput at only 70K and the warranty people kick me in the teeth, I'm very wary about any potential problems, whether they are common or very rare - such as I believe this piston one is.

I could not afford to replace anything if it went toes up, so for me to invest such a large amount of money I have to be overly-confident.

Ross.

RBT

Sorry for this sort of follow-up, but I am wondering about the Phase II Conversion and whether it has relevance to this issue.

Would this (when available) perform the same sort of job - ie, make the engine safer for UK fuels?

Assuming it would, here's a couple of Questions for DP:

What ball-park figure is the P2C likely to cost? and

What sort of power are you expecting to produce compared to normal? Similar improvements as the P1C?

Thanks in Advance,

Ross.

[This message has been edited by RBT (edited 24-08-1999).]

BPM

In regards to the Sti and the 7000-8000 rev range , I have an article printed in the WRX club of Austalia relating to the problems admitted by Subaru.
Please email me if you are interested in the article.

BPM

quattro

David Power

Thank you for your advice with regard to the HKS Air/Fuel Regulator. My intention is to have it installed and used as much as possible at its '0' setting (meaning mixture as standard) and just have the facility to be able to adjust if and when needed (inferior petrol, etc.). Would you suggest I came to you once AFR has been fitted and see what your diagnostics says and perhaps to play a bit with air/fuel settings?
As you could have gathered by now from my postings, my intents and purposes of the STi V I have acquired may be somewhat different to those other owners may have and, to paraphrase the old saying, 'I am not rich enough to have to pay for the same thing more than once even if it looks expensive to start with". I should have the AFR installed early next week and would very much appreciate your further assistance on and off the bbs (meaning: at your premises). Fundamentally, solely and almost exclusively I am after giving the engine the most appropriate operational conditions as well as much TORQUE AND DRIVEABILITY as one can gain!.
Thanks again and look forward to your further thoughts.
q.

[This message has been edited by quattro (edited 26-08-1999).]