Cheers Graham. Was a little concerned that if the mounts were too stiff that they would stress the body/chassis? I need to replace the mounts anyway, just need to decide whether to go for stiffer ones or not.

No 10 sec runs for me next year. Sticking with what I have......give the 2.5s a chance to catch up

Bob

 

I wish I was out in front of the 2.5's....

I would definitly go for the mounts. If there is going to be any increase in stree then it will be the engine/box combination not the body.
The 911 racers bolt their engine/boxes in SOLID; but only when they have a full multipoint cage welded in 'stratigically placed'.

Graham

ps You'll be in the 10's easy next year. Buy some hill climb Avons.

 

That sounds like a really good idea you know!

 

Sounds very similar to my budget spare engine for next season Affectionately known as 'project bomb'

 

You mean goes like a bomb, or genades like a bomb!
Do scooby pstons come in such a large oversize or are we talking specials here?(ie cosworth pistons and rings?

Must admit i like the 'hot rod' approach to the 2.15 engine

CDB = £100 (MarkA has one)
79mm crank = 300 ish
Machine and hone the liners = 250 ish
Pistons/rings = £600?
Bearings etc = 500
Sti V3 donar = free

Hang-on, thats the cost of a 2.5!

Thoughts?
Graham

 

thats the cost of a basic 2.5, its hardly a basic 2.15 though is it?


Paul,
I hope you like the spec, as you'r the builder!!

 

A 'built' 2.15 based on a CDB will be much stronger than a standard EJ257, and although it will take more work to get to 450/400, it would be much happier and less likely to fail (head gaskets and piston wise)...

You have also forgotten the cost of a decent set of Rods, Head Gaskets and ARP studs

 

Ok.
Let's write down the shopping list based on a DIY build with pro parts but also with some realism. (no dream engines here)

ie
CDB RA/STi V1/2 short engine
The crank
The pistons
The machining
Sti V3 = free in my case
Bearings/gaskets etc
Roger Clark oil pump
All the peripherals off my V3 (20g etc) = free

Will that give on Optimax a 450 x 400 engine (prefer a 400 x 450 torque)

Costs?
Graham.

 

Im aiming for:...

early legacy block cdb,
pauter rods,
wiseco pistons,
79mm crank, sti my06??
machining/honing etc
bearings/gaskets etc
RCMS type modified oil pump
spaced (10mm) manifold
740's
18g
methanol/OB mix

if/when I fail to hit 400/400 I can relax in the knowledge that the cars is blisteringly quick on the road and can have a fair stab at some M-sport

Fingers crossed!

 

What's your budget Andy?

F

 

Never thought this thread would reach '911' replies...but a good number!

Can a simple 1mm /bore increase over the 2 liter really yeild a 400 x 400?
With my simple Sti V3 probably giving 380 x 340 ish it is a lot of bother to to get the magic 400 x 400.

So what is a realistic budget to do this hot rod engine, and why is the Legacy CDB better as a foundation than the early impreza CDB?
Are piston squirters in there too?

Graham.

 

Graham, there's no difference between a Leggy CDB or one from an Impreza, the only CDB without oil squirters from the factory was the EJ22T block used in the 22b...

WRT the spec stock Sti forged pistons are actually very good, however the rods are very poor in comparison, so up-rated rods first, pistons second!

 

not sure on budget Floyd, it will cost what it costs, but hopefully somewhere near £3k all in would be nice

 

I think the cost effective way to 400/400 is a recon 2.5 from Crawford. It has the uprated pistons.

I now have an OE pistoned EJ257 with STI3 heads in mine. I was fortunate to find a low mileage 2nd hand 257 short engine within budget. I expect to run a reliable 400/400 with pretty much the same spec as you Graham!

 

!
Take even a new 2.5 with its quirky pistons, fit forged items onto the 2.5's rods (leaves the crank factory fresh still) and you have a good foundation block.
Can you get the StiV3 heads to align to the 2.5 to 'fix' the gasket issues (at 1.5 bar max) and if so, with the 20g etc on the engine, maybe a FMIC too, you should see 400 x 400.
The only downside i see to the 2.5 in practical terms is the road insurance!
A 2.15 or a 2.2 still uses the '2 liter' block...
Anyway, why is the 2.2 liter conversion all but dissapeared? Because of the 2.5 maybe?

Graham.

 

Graham, I pm'd you a day or so ago

David

 

Yes, not ignoring you either David. I can't look at engines at the mo, 2006 will be a heavy $$$ year, but good to spend some time getting the lowdown on the options.
Options do seem to change as time and experience goes by.

I want to DIY the engine as it is so satisfying when it runs! My first 911 engine was fab when it fired and ran 20 bhp above factory spec, and the 911 is so similar to the impreza in several ways. (and I'm bores with the car essentially done for the start of next year.)
Graham.

 

2.2 uses an ej22t engine doesnt it? which was basically the USDM legacy and 22b engine, no longer a production block.

there seem to be loads in Holland though

 

I have been advised that there are no HG issues with a 400/400 tune, as long as you use the correct gaskets in the first place. I have ARP head bolts too.

I think john Banks has proved that mapping 'near the mark' with big boost does them no favours

 

John is the 2.5 pioneer and from what I can gather the 'common denominator' for a stock 2.5 is 1.4 bar, 20g, 700's injectors (etc) and you will have a heart stirring 400+ x 400 gearbox shreadder!

So where are the 2.2's?
I thought a 2.2 was a simple 2 liter block with a stroker crank etc (Toda and others come to mind..) but the build was reasonably meccano'ish.

David, didn't you have a go with a 2.2 about a year or so ago?

If a 2.35 is revvy and full of guts, and a 2.5 is well rounded and a smoothie, then the 2.2 is a good bet?

Graham.

 

Not any more he doesn't
Unless he has two tucked away !!

Dan.

 

I wondered who beat me to that block

Mikee uses a 2.2 and it doesn't seem to delay him too much

 

I think Mikee has a relinered 2.0 cdb, I hope he wont mind me posting that!
He has also put in some storming times this year

So would stroking it out to 2.15/2.2 give the same potential as relinering the block?

 

You never see anyone on here talking about 2.2's, or bits for sale, or disasters.
Did anyone actually get one and sort it out?
Why not fit a 2.2 and the rebore by 1mm?
I feel this subject is distinctly 'foggy'.(but interesting)

Graham

 

Graham, The 2.2 stroker is in fact barely 2.138, if I remember. VERY revvable but hardly bigger than the 2.0 and do not expect it to be that much better due to capacity.

2.33 is my favoured route these days.

David APi Engines / APi lmpreza
www.apiengines.com

 

You will have to get up a bit earlier next time Andy
Just accumulating parts for a future project at the moment.
First thing is to get the new gearbox built and fitted then wring the neck of Tims old turbo

Dan.

 

You enjoying that turbo then? Let me know when you decide to move on, I want it back!

 

David:
Is that a 2 litre (cdb/odb) with a 2.5 crank and nice rods/pistons?
Guess you can make a 2.33 out of an Sti v3?
Perhaps i should start accumulating bits too for Xmas 06.
Graham.

 

Tim at the speed im working you might have a while to wait!!

 

Graham, AFAIK the 2.33 is a 2.2 block with the 2.5 crank, which is why CDB 2.2's are so sought after