Do engine modifications.....
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Scooby Regular
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From: Western Canada
....such as de-cat exhausts, ECU re-maps with higher boost pressure etc, shorten the life of the engine?
I mean can these engines survive 1.20bar + for 60,000 miles ish?
Sorry, should really be in drive train I know
but hoping for a wider audience.
Cheers
I mean can these engines survive 1.20bar + for 60,000 miles ish?
Sorry, should really be in drive train I know
but hoping for a wider audience.Cheers
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From: In wrxshire
My RA I have changed the centre and BB but still has catted DP (its the only cat on an RA anyway). Added an ITG and now runs just a tad under 1.3kg/cm3(1.27 bar). Plus its an RA so there are a few different bits on it.
Does depend on the car though but anyone want to hazard guess of its power output ?
[Edited by chrisp - 6/26/2003 9:03:58 PM]
Does depend on the car though but anyone want to hazard guess of its power output ?
[Edited by chrisp - 6/26/2003 9:03:58 PM]
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I would have thought that Suabru engines, like other manufacturers have tolerance thresholds much higher than is expected of them through normal use. Common sense would suggest that more power = more stress therefore engine life would shorten. Less miles out of clutch, tyres, turbo etc.
In my opinion taking a scooby up to nearly 300bhp should not be a problem if your mechanicaly sympathetic. Look at Ford Cosworths. I heard they were designed to handle 350bhp + without breaking a sweat, Fords waranty department spat their dummies out over possible failures and they were dropped to 225bhp
In my opinion taking a scooby up to nearly 300bhp should not be a problem if your mechanicaly sympathetic. Look at Ford Cosworths. I heard they were designed to handle 350bhp + without breaking a sweat, Fords waranty department spat their dummies out over possible failures and they were dropped to 225bhp
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My 350BHP STI4 is still going strong at 79K miles.
It's actually getting quicker and feeling better as it gets older.
The only problem I have is that it has a bit of piston slap on startup, but that's been happening since I had the cylinder head ground after a gasket died.
However, I have a lot of mechanical sympathy and always warm it up and cool it down appropriately.
It's actually getting quicker and feeling better as it gets older.
The only problem I have is that it has a bit of piston slap on startup, but that's been happening since I had the cylinder head ground after a gasket died.
However, I have a lot of mechanical sympathy and always warm it up and cool it down appropriately.
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Hi Dan,
GSXR is still going well.
Need to get out on it more though.
Too many toys to play with:-
STI4
GSXR1000
Civic Type-R
Decisions, decisions :-)
Sorry to hear your bikeless.
Hope it's not a long term thing.
Take care mate.
GSXR is still going well.
Need to get out on it more though.
Too many toys to play with:-
STI4
GSXR1000
Civic Type-R
Decisions, decisions :-)
Sorry to hear your bikeless.
Hope it's not a long term thing.
Take care mate.
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Danny B, I doubt you are running at 1.2 bar and holding it for long, of course under heavy acceleration yes, though for normal driving very different story.
So realistically you are not putting that much more load on the car, if you found yourself in the "Subaru GT Cup" and ran your car then it maybe a different story.......
So realistically you are not putting that much more load on the car, if you found yourself in the "Subaru GT Cup" and ran your car then it maybe a different story.......
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From: Western Canada
Xtreeme,
I have just had a EcuTek remap and when I floor it I see 1.30bar + but not for long.
Just curious about engine wear & tear but I should have guessed the answer really.
Cheers
I have just had a EcuTek remap and when I floor it I see 1.30bar + but not for long.
Just curious about engine wear & tear but I should have guessed the answer really.
Cheers
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From: where the wild roses grow
Ever heard the saying that the light that burns twice as bright burns half as long? It's not quite that simple in this case, but there's certainly a large amount of truth in it.
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I suspect removing cats increases the life of the engine, as pressures are reduced (the same power is available at a lower boost). An FMIC leads to cooler intake charge, as would a larger turbo, these both meaning - again - that the same power is available at lower boost.
However, running the standard setup except at a higher boost level (such as with the Dawes or other MBC) will most definately reduce engine life, as you're pushing the incy wincy standard turbo very hard, raising inlet temps, promoting det, causing more heat cycling, etc. etc.
Just another point of view
However, running the standard setup except at a higher boost level (such as with the Dawes or other MBC) will most definately reduce engine life, as you're pushing the incy wincy standard turbo very hard, raising inlet temps, promoting det, causing more heat cycling, etc. etc.
Just another point of view
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This is what Mikewood replies to another similar thread regarding reliability and modifications:
I don't know how earlier spool up can affect engine life except if it's outside ECU's range but in my previous car - a MY00 - with major modifications I haven't had any problem even with full decat + equal length manifold.
I had a lean spot under 2500-2600 rpms only after a new VF29 has installed and not worrying in every case.
Of course I am not expert and say only from my experience.
JIM
...Stewart
Unfortunately your dealer is not the 'horses mouth' when it comes to deciding on the validity of a potential warranty claim. Changing various elements of the exhaust can have a huge effect on how the engine is working and some are not positive either. I believe that Subaru are now inspecting all turbo vehicles that have engine related warranty claims.
Changing the downpipe design, whether there is a catalyst fitted or not may allow boost to rise quicker than the ECU is mapped for with huge implications for engine safety.
Similarly changing the spec of a car fitted with a performance package may give other problems that may not be immediately apparent. One thing that most people would not even think about is actually a common scenario with taking WRX models further than the PPP takes it. The injectors are getting close to 100% duty cycle and as they get closer to these figures they start to work less efficiently which means the mixture could be getting leaner than is strictly 'safe' for long term durability. This is great for power as it picks up slightly as the mixture leans out, hence the apparently good results by changing up-pipe and downpipe. The problem comes when there is anything that the ECU doesn't like that causes it to need to run on the high-det map which amongst other things asks for more fuel. As the injectors are near or possibly even at capacity there is no more fuel to give. How many times have we heard 'my car was going really well, just before it blew up!!!'
Reference the exhaust fitted as part of the performance package, the diameter of the perforated tube through the silencer is the same as the bore size of the rest of the system, 63mm. I believe that even the H&S Scoobysport silencer was the same, I'm sure Pete will confirm this.
And by the way, a faulty MAF can quite easily wreck an engine....
Mike
Unfortunately your dealer is not the 'horses mouth' when it comes to deciding on the validity of a potential warranty claim. Changing various elements of the exhaust can have a huge effect on how the engine is working and some are not positive either. I believe that Subaru are now inspecting all turbo vehicles that have engine related warranty claims.
Changing the downpipe design, whether there is a catalyst fitted or not may allow boost to rise quicker than the ECU is mapped for with huge implications for engine safety.
Similarly changing the spec of a car fitted with a performance package may give other problems that may not be immediately apparent. One thing that most people would not even think about is actually a common scenario with taking WRX models further than the PPP takes it. The injectors are getting close to 100% duty cycle and as they get closer to these figures they start to work less efficiently which means the mixture could be getting leaner than is strictly 'safe' for long term durability. This is great for power as it picks up slightly as the mixture leans out, hence the apparently good results by changing up-pipe and downpipe. The problem comes when there is anything that the ECU doesn't like that causes it to need to run on the high-det map which amongst other things asks for more fuel. As the injectors are near or possibly even at capacity there is no more fuel to give. How many times have we heard 'my car was going really well, just before it blew up!!!'
Reference the exhaust fitted as part of the performance package, the diameter of the perforated tube through the silencer is the same as the bore size of the rest of the system, 63mm. I believe that even the H&S Scoobysport silencer was the same, I'm sure Pete will confirm this.
And by the way, a faulty MAF can quite easily wreck an engine....
Mike
I had a lean spot under 2500-2600 rpms only after a new VF29 has installed and not worrying in every case.
Of course I am not expert and say only from my experience.
JIM
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