congrats, that’s awesome.
slip:
I was wrong…he only had to launch it. The three tenths he needed were all made up in 1st/2nd gears.
awesome!! Congrats on building one hell of a car with one hell of a driver!
Awesome Guys :tup:
1.5 60’ jesus
sweeeeetttt
Congrats
ABout FucxXng time Jason. 
lol…
Good Job Guys :tup:
wellll didnt your subaru go faster than that in the US? time to cross the border and take the title?
very nice!!
Yes my car ran low 10’s at the same track in Canada a year ago, but I’m not Canadian. Jason worked on his car and so did we. It was an international effort LOL.
Thanks guys:grouphug:
We (canadians) are working on the getting Mike a dual citezenship and then he would qualify for the title:eekdance:
Damn, he really improved his 60’ and BAM!..10’s.
Hmmm id think that a 2.5L with 23-24psi on a GT35r .83a/r and water/meth should be hitting high tens no problem. Its a decent size turbo good for 500+ whp with that boost and oct.
yes it should be no problems at all but the fact is in my attendance to many subaru drag events in the last 3 years around the usa they have a hard time running 11’s let alone tens 10’s.
after 450 whp they are a real bitch to launch and control the wheel spinning as you cant do a good burnout at all:banghead:
oh and how could I forget one other thing they might not have is an amazing tuner!!
:tup: very nice guys
Poke around the Subaru boards and you’ll see it’s not so easy to say the least.
The limitations are:
head casting flow
stock cams
stock pistons
stock sleeves
traction
rear axles break when you have traction unless you upgrade them
You don’t need to get around all of those to run a 10, but you need to get around some. Jason chose to upgrade the pistons and tires and got lucky just with upgraded axle bars and not complete axles.
What are the limitations powerwise on stock internals? I know that for the 1.8t’s(not bashing) have a cast iron block the only problem with them is the rods go at 300wtq at low rpm. Most just swap out rods and don’t have to swap pistons until around 600whp. You’d think a higher hp stock car would handle a bit more for reliability to concider. I guess thats why they tell ya to never by a used sti.
STi engines are plenty overbuilt from the factory, but they’re not made with people running 10 second passes in mind. It’s a semi-closed (mostly open) deck aluminum block with extremely thin sleeves and cheap stock pistons like most manufacturer’s use.
When you tune them carefully you can put out a lot of power for a short period of time, but for the car to be reliable for a while at high power levels, upgrading engine components is required. When I tune them to high power levels the sleeves distort gradually over time due to the heat and pressure the extra power generates, but the cheap pistons people complain about don’t crack because there’s no detonation. Eventually the bores get out of round enough that leakdown drops over time, and eventually compression will drop some, then finally the pistons would probably fail from piston to wall contact at a point where the bore has ovalized, but I haven’t had that happen to anyone yet. We catch them before that happens so the block and heads are usable for upgrading.
For reference this starts happening around 370-500 whp on a Dynojet depending on usage and the setup of the car. You can get away with more in a street/drag application than a road course application due to the time the engine is exposed to the high temps/pressures.
Ha you beat me to it Mike
congrat’s, gotta love that track, eh