john banks

Repair it to standard spec and sell it.

For a daily driver road car I want a robust, unstressed factory engine. It is not only the least hassle, but is best for your finances and sanity.

jazzyjembreaze

iTrader: (11)

& why would that be Shaun ?

Inserting iron into aluminium reduces warp
Also the lack of coolant holes also aids possible warp at high end figures

Hey / we could sit here all night deliberating on structural compounds & the likes , it works for me ....
But it's open season - so fire away

Shaun

Experiences have proven that these liners are not the answer... if they had been we wouldn't have a need for the conversation being made. A number of people have tried these liners (they have been around for many years as I'm sure you're aware) and they have instigated failures for one reason or another.

There is quite a vocal and subjective view from many of the specialist Subaru engine builders in this community, as to the usefulness (in the context of being a stable and cost effective solution) of these liners within a Subaru engine remit.

I'm not sure any current Subaru engine specialist in the UK would recommend the re-lining of a 2.5ltr block being a viable and robust solution nowadays.

Steve001

iTrader: (7)

I love this thread all the questions that I was going to ask

I am now on my second H/G failure and looking forge with 400-450bhp in mind. I am too looking to over spec the engine for 3 reasons

1. Build in reliability
2. Allow for future development if required
3. Makes for a more attractive sale to someone who wants reliability when the time comes

Infected by sti

iTrader: (6)

Thanks for the input Shaun, good to see views from all sides of the table, this is the information we are looking for and the views of who have had a good bit of dealings in the tuning world, turning in to quite an informative thread for a change

Type_R_1984

I know someone running 642bhp on a pinned 2.5 block destroked to 2.35.
I think if I was rebuilding a 2.5 block I would I def consider getting it pinned at any level of power for the sake of a few hundred quid it would give you peace of mind should you want to up the power.

Infected by sti

iTrader: (6)

I think either way its going to be upgraded somehow, whether its the pinning route or insert route is probably the next bridge we are going to cross, I'm not totally convinced by pinning in my head, I'm no engineer an I'm not disputing any reputable sources as quite clearly they do work on the majority of builds, but I also know of a few who would never do it again and would advise against it, as said previously down to failure, I'm no sure of the finer details ill be honest but it was something to with hear transfer and different metal types, expansion rates, heat cycles etc, it made sense at the time and its just one of those things that has stuck with me since tbh, but I'm all ears when it comes to something I have no real world experience with and I'm an open minded person so my opinion can be changed, but I must be honest I would have thought the cdb inserts would be a better long term solution ( speaking in general ) over the pinning as its a one piece insert, or at least that's my logic

Type_R_1984

Yeah I'm no expert either and I would probably prefer cdb inserts also.

jazzyjembreaze

iTrader: (11)

^
Of course CDB is the way to go
But Shaun you haven't answered my prompt
( why not
As to - it all boils down to cost
Darton - know there stuff & many companies base there product on there experience
I'm not goin to get into a slagging match over it
But the simple answer ( in my eye ) is
If I'm building an engine for strenth & robust integrity that's the route I would choose .
As to say the liners have a fail rate / well
Anything man made has a fail rate I'm afraid .
But your more likely to throw a rod than a liner failing at that spec I'm afraid ...
Your feedback is greatly app tho

AS Performance

iTrader: (4)

the initial price was £600inc./pair for the inserts as we tried to keep the costs to a sensible level whilst covering the initial set-up and development costs (and these have been extensively refined over the last 2yrs or so also)

as for services then yes we are far more than a simple "box shifter" (would be less hassle if this is all we did as struggle to find enough 48hr days or 10day weeks )


machine work is fairly straight forward and timely but we do currently have an issue with turn around times on full builds (probably need to stop being so helpful )

legacy_gtb

iTrader: (3)

can you save your "stopping being helpful" till next easter at the earlyest please Alyn?

Infected by sti

iTrader: (6)

Thanks for the information Alyn, I've got a few calls to make today on behalf of them so expect one your way

Thanks again so far for everyone contributing as the owner is reading this thread and it has helped massively with some answers they wanted

Henrik

iTrader: (5)

That is excellent news Alyn. This makes it attractive even for 2 litre blocks (instead of paying 300 for cdb block halves and then thrust machining).

Does it matter if the blocks are odb or scdb?

AS Performance

iTrader: (4)

yes, conversion is the same from our point of view due to the extensive work we do to the blocks prior to insert fitment

can be done to any 4cylinder or 6cyl SVX engine(EJ20, EJ22, EJ25 & EG33) and we have the EZ30 6cyl. variant under development