Wrighty; will take it on some track days and get to know the car.

There are several events we could enter and would fancy some hill climbs too.

Would be nice to do a single round of TA at Brands further down the line to see how it / I get on.


I.m sure Mr Madhammer will be inviting us to certain days out

 

The Shell has arrived today. Being able to look at it properly instead of a 5 minute look on the back of a trailer has given me a good insight of what needs doing.

It will also give you guys a good idea of just how much work is involved in building a car like this.

Ok then without any more waffling here's some pics:







































I'm really looking forward to cracking on with this now.

 

Remember this page (14) as these pictures can be compared to the finished item.

Spent a couple of hours with DD (Daz DaviEs) having collected the shell from SPR and dropping it off with Daz.
460 miles later I was home.

I think Daz has been looking forward to having the shell oop Norf with him, as I caught a couple of private grins



Now decided to ditch the 22B front bumper idea. Is now going to be P1 front inc splitter.
Wide arch (bolt on) will remain.

BC Coilovers will be ordered soon together with brakes (undecided).



Things will start to move a little better from now on.

 

Ok guys this is a full run down of purchases and engineering so far.


SHELL
STi 4 1998 RHD lightweight 2 door Type R shell
Custom Cage fully welded Int. group N T45 cage
strengthened strut tops
strengthened flitch plates
double skinned cills
Alloy firewall
seat rails
doors with electric mirrors/glass with safety film
Alloy bonnet facelift
STi8 Scoop / bonnet pins & lamp pod fasteners
boot with V6 STi spoiler,
polycarbonate quick release side windows,
laminated front screen
rear tinted screen
WRC roof vent
modified wings to take 18" wheels
sump guard mounting points
front/rear bumpers
facelift grill
lights
modified heater
crossmembers
dash
modified steering column
STi wiring loom with DCCD
dash clocks/DCCD
tank(no pump)
wipers*
Walbro uprated fuel pump/
spec C intank pick up,
braided aeroequip fuel lines
Fuel pressure regulator(fuel labs) with pressure gauge FEV
GTEC FIA approved electric plumbed in fire extinguisher system
Red top battery/battery box/
Electric cut off switch and all wiring Bias
Pedalbox/hydraulic handbrake and all braided hoses



Block Face Skim
14MM Stud conversion
RCM Rear thrust conversion
Rebore block to piston (Clearance to be confirmed).
Clean,check,inspect block halves ready for assembly
Used EJ22 closed deck block, stripped, cleaned,
2.5lt STI 79mm crank
Lateral/Wiseco custom 2.35lt piston kit, with up rated pins
Custom ceramic coated piston crown, and low friction skirt
Lateral/Crower "H" section stroker rods,
Cosworth multi layer steel head gaskets (pair) 1.1mm
Roger Clark 14mm head stud kit
Modified 14mm block dowels
ACL “Race series” main bearings, phase 2 (set)
ACL “Race series” centre main
ACL “Race series” big end bearings (set)
Cosworth Kevlar timing belt
Engine build parts, oil filter, etc’ (subject to final spec’)
Fuelab 1000bhp pump
Fuelab billet filter
Exedy twin Plate Clutch (6 speed)
Group N Engine & gear box Mounts (set of 3)
Syvecs S6GP, connector, & pins,
Map sensor


RCM Bucket Shim Head Conversion
Head Face Skim
RCM High Lift Camshaft clearance conversion
RCM Combustion Chamber Conversion to 97mm bore
RCM Team Ice Big Port Conversion (With ST Valves- Option A)
RCM Bronze Inlet Valve guide- With Option A
RCM Bronze Exhaust Valve guide- With Option A
Head Drilling for 14mm stud kit


Aluminium Bonnet
RCM GRP Reversed Bonnet vent
RCM/K&N Induction Filter
RCM 100mm Induction Trumpet
RCM 100mm Induction Hose Red
100mm Stainless steel Induction Hose Clamp
RCM Tubular Manifold- Unequal length- Option A
RCM Manifold fitting kit
Ceramic Coating of Exhaust manifold & Up-pipe
RCM 14mm Head stud kit
RCM 14mm Head Dowel
RCM Modified 10mm Oil Pump
Block O ring
Orange Block O ring
Block Case Dowety Seal
Front crank Oil seal
Rear Crank Oil Seal
Gudgeon Pin Seal
Inspection O Ring seal
Three Bond Grey Sealer
Inlet Manifold Gaskets
Water Pump Gasket
Water Transfer Seal
Half Moon Seal
Spark Plug Gasket - to confirm
Rocker Bolt Seal
RH Rocker Cvr Gasket- to confirm
LH Rocker Cvr Gasket- to confirm
Uprated 78 Degree Thermostat
Cosworth Baffle Plate
RCM Baffle sump Dash 8 Return Option A
Male Male adapter
Samco Hose Kit Heater Matrix
Samco Hose Kit top & Bottom Rad Hose
RCM Vernier Cam pulleys V3/4 Steel
Cosworth Timing Belt
RCM Titanium Retainer
RCM Double Valve spring set
RCM Double Valve spring Spacer
3" Exhaust Gasket
Timing Belt Idler
Toothed Engine Idler
Tensioner
Tensioner Idler
RCM Aftermarket Timing Belt kit V1-2- Best Option!!!
Used Tensioner Bracket
V3/4 HT Lead 2
V3/4 HT Lead 3
V3/4 HT Lead 4
V3/4 Coil Pack New
NGK Running In Spark plug
Head Gasket 97MM Bore to be confirmed
6 Speed DCCD Gear Box-Prop-Linkage
Oil Filter
Genuine Subaru Water pump
Oil Filter
Oil pick up O ring
Water pump seal
RCM V3/4 High Lift Camshaft Kit
BC ER Coil Over Set
Garret GT35 Turbo b/wheel 0.82 Exhaust
Subaru V5 front bumper

Turbo kit / up & down pipe / screamer pipe / 38mm w/gate / ceramic



I'll be honest and say we will not achieve a finished race car for the 25K we initially aimed at.
We wont be that much over when finished.

Additional costs were decided to be spent in making the engine strong opposed to buying 2nd hand parts or opting for cheaper (that will do) parts.
The work of the heads & block are the only areas we have over spent.

I dare say there will be race prepared cars out there that have been cheaper
but when complete this car will be reliable & fairly strong.

RCM I must say are doing a sound job on sourcing parts for us and have played a big part in keeping the project flowing.

Daz Davies is still flat out & will be posting more pics & updates shortly.

 

Awsome car

Looks like its coming along really well.

 

Things are really picking up momentum now with lots going on behind the scenes.
The last couple of days have seen me building the heads up and measuring valve clearances. With the lifters we are using it's not just a case of measuring and then finding the right shim or grinding a shim down to size. The lifters themselves are just one piece i.e not a lifter and a shim. This means that the lifters come in different sizes.

So I've assembled the heads today put the head gaskets on and then torqued the heads down. I've then put four lifter of the same size on each cam and then taken measurements.
So I have today ordered 16 brand new one piece lifters according to the measurements i've taken. Once I get those its a case of fitting them refitting the RCM cams and remeasuring clearances again to make sure they are correct. I dont just want these within tolerance I want them all bang on.

Anyway here's some pics:

Head and components laid out all ready for assembly






Short engine ready for heads







Heads bolted on and torqued down.

 

I wish that I had the knowledge to do this! Where do people learn all this stuff?

My engine knowledge is pretty much shiny=good, so this project is looking great

 

Top work guy's looking forward to getting a cage. Any recommendations?

OMP any good?

 

This cage came in the shell mate, but Daz could enlighten you on the type he has just fitted in his motor.

 

The one in this car is a full on weld in job from Custom Cages.

The OMP bolt in job is OK but you need to cut the dash.

My recommendation for a bolt in would be the Safety Devices bolt in. I've owned both and can say that the Safety Devices one is far superior and is easier to put in / take out.

You don't need to cut the dash and it's not classed as a "dash dodger" so is legal for all but the most stringent of competitions as it carries FIA appproval.

Either Contact Safety Devices direct or I believe Scooby Clinic are one of their dealers.

Hope that helps.

 

I'm just a little confused as to why the AVCS option was ditched due to price, then the heads that made it onto the car were just about the most expensive way possible?!

 

Paul: the budget had allowed for a certain percentage to be spent on a good engine.

 

Agree with that.

AVCS surely makes more sense when doing a build of this cost with the obvious advantage of AVCS

 

Are we not entitled to change our minds along the way?

I decided on the V4 heads because it was less complicated and saved messing around with wiring looms and throttle bodies.

Originally I was going to go the AVCS route and even bought a S6GP non PnP but a donor engine came up at the right price and the right time and the decision was then made to go the V4 route.

Although it may have been an expensive way of doing things I think you'll agree Paul we've done it properly and used the best kit available.

If we'd have used AVCS heads they would of had a fair amount of money chucked at them too. Infact the only additional cost on the V4 heads was the machining to accept the one piece lifters.

Either way these heads are the exact same spec as the Gobstopper apart from the cams. So they are more than cable of what we require of them.

 

I don't doubt the heads will be superb, but I don't agree the only difference in price is the machining for the followers. There are many cams available for the AVCS heads ground from cast blanks that a somewhat cheaper than the RCM billet items. And if you buy a set of AVCS heads, you don't need to buy the shuimless buckets which cost a considerable amount of money, even if purchased used. You would also save on only having to buy 2 cam pulleys instead of 4. In all the saving is well over £1000.

But it will certainly be a much simpler solution that will see the engine done sooner.

I guess it goes to show there is no cheap way of doing it properly!

 

Let's not forget I'm going the AVCS route on my own car. So I can compare the costs very well. In the grand scheme of things the RCM cams are not much dearer that say the Cosworth ones that I'm using. When you compare the cost of the complete RCM kit and buying springs seats and retainers seperately as I have done with mine. There really is not alot in it. I also have to buy new lifters as they are inevitably a different size to what I need.
I've measured mine and cannot reuse a single lifter so I will still have that cost. Although on mine i'm havig a local compay machining them to size which is still roughly a tenner per lifter.

I do agree with the cam pulleys and had not though about that but again the difference is only a couple of hundred quid between the four and the two pulleys.

Atleast we both agree that the heads we are using will be superb.

Cost wise I dont want to cut corners on the engine.

 

Aren't RCM steel pullies under half the price of the titanium ones so no where near £1k? Why have you bought the headers with a screamer pipe?? If this is a track car won't that limit where you can track it ?

 

They aren't headers with a screamer pipe.

It's the same kit that was on my old car. It's the first version of the RCM kit.

This one:

 

Only saying as thats what you are buying???

 

Take it from me, it's not having a screamer pipe!

 

Thanks Daz. Will be going for a weld in cage

 

Must get myself a roof scoop like yours (was dying in the heat last track day) where did you get yours from? all the one's i seem to find are "dummy" one's and not real ones

 

http://www.subaruwrcspares.com/8.html

 

I have a good stock of followers, but I can now machine them in house which is often required when getting the valve seats cut as the valve moves closer to the cam. Not that I do any of that any more, hooray!

 

Jamz, the roof vent was a big bonus being on the shell. I know what you mean about how hot it gets on track wearing suit & lid,,,,,,,,,,tooooooooo hot.
Roof vent will be great and should make a big difference.

 

id be really interested to hear the comparison of avcs v sti 4 heads

 

Paul which part of the follower do you machine?
The cam contact face or the valve contact face?

John,
Comparisson of cost or performance?

 

Spot on Daz, will get in touch with him

 

The pad inside.

 

Moving on with the build.

I've started to build the rest of the engine up.

The water cross pipe was tatty so that got a couple of coats of VHT wrinkle paint.








Next up is the inlet manifold which really is tatty. So it got stripped and ready for painting.

Before:




During:



Stripped and ready for painting: