savage bulldogs

Being a 2004 sti I think it will have a 2ltr ej207 , if it's the same as the v7sti ej207 they're a very capable engine in standard guise (mid 400hp) . So just a standard refresh with maybe stopper headgaskets . I'm not saying that your being ripped off but if I'd like to know why it's running on 3 cylinders .... no spark , fuel or compression are the only 3 reasons a cylinder won't fire . If it's a compression issue then I'd understand why a rebuild has been suggested but the other 2 might be a much cheaper fix . I Do eco what Matt said and find it difficult to believe that it's been running on 3 cylinders , passed a mot ,not got a constant eml and you haven't noticed .

Feel a bit sorry for the bug , as all I've done is clean it and drive it , although I did toy with the idea of putting a bigger turbo on it to get the most from it's capable engine 🤔 I had promised the wife that I wouldn't mod the bug 🙄 . Although I really do like the v7sti, I have definitely decided that once the v1sti is out from it's hibernation, that the bug will be going up for sale in the summer 😏 I just can't justify running 2 scoobs and the caddy maxi, plus it's far to nice a car to be a winter run around and I do have the v1sti too . It's nearly done 80k now ,3 previous owners ,jdm clocks/grill and hid's, b.cs, £1k speedlines , full rebuild , timing belt kit ,new clutch , gauges, 3 port b.s , rcm flywheel and pulleys. I'm in no hurry to sell it and I'll put a for sale thread up closer to the time but if anyone spots this that is after a v7sti type UK , feel free to pm me.

Well the old crispy insulation engine loom has been sent off to JT innovations ,so hopefully I'll have a nice new replacement custom engine loom in just over a forgnight 😎 After sending the manufacturer of the thermal inlet manifold spacer kits a email ,they're going to supply me some replacement o ring gaskets but I'll source some better quality bolts for refitting 😉 As for the snapped inlet manifold bolt , I tried a cam style extractor but it wouldn't budge😒 So had to result to drilling , using a extractor and cleaning the thread with a tap . Pita but it's sorted now 😉 I'll hopefully be dropping the inlet manifold, cusco"H"" brace , clutch fluid heat shield,lateral links and trailing arms off to the powder coaters one evening during the week. So for now here's a Part way through the Pita pic 🙄 And although I was angry with her ,soon as the snapped bolt was removed and I shut the bonnet..... she give me this look and all was forgiven 😍

Bought a "Cam style" stud extractor to try to avoid having to drill it out but it wouldn't budge, even with my 1/2" breaker bar 🤬 So old skool drill and 're tap ftw , guess I'd better get some better quality bolts for refitting the inlet 🙄

Savage bulldogs 1 Rusty !Removed! stud that snapped in the head 0 😊

It does look like a classic one but the main difference between classic and new age ,is the new age ones are shorter . Looks like it's got a egt sensor in the pipework but without a measurement , say diagonally from turbo outlet flange to cat back flange , I'd be just guessing bud

Tbh I wasn't a fan of preface or bugs , I much preferred v3/v4 and blobeyes.... But beauty is in the eye of the "beer holder" 😂 and here I am with a bug and preface 🤪 Ross , i spoke to Gary and apparently there's a receipt in the masses of service paperwork 🙄 and It's a scoobyclinic splitter on the bug 😉

Just frustrating having already replaced nearly all the bolts on the engine and then having to replace oe quality bolts for the longer hex ones in the spacer kit... Only to find out the bolts in the kit are made from recycled rusty Alfa Romeo's 🤪 There's about 30mm still sticking out, so I've ordered a "cam type" extractor, which will hopefully get it out . If not I'll pilot drill it, wind a old skool bolt extractor in and run a tap through it to clean the threads . I don't know what the splitter is on the bug but next time I speak to Gary (last owner) ,I'll ask him if you like ? Was also going to switch the gauge sensors over ,so I can fit the defis, while the inlet was off but can't seem to find a preface dash top pod or air vent conversion panel for 3x 60mm gauges 🙄 On the plus side the loom is ready to be posted off too jtinovations, so at least something is going right 😊

Day got worse ,due to crappy quality bolt snapping in the head too 🤨

I'd fitted some thermal inlet manifold spacers about 2 yrs ago and the kit came with longer "Allen/hex type bolts " to bolt the inlet to the heads . I built this engine about 5yrs ago and the only fluid on the block was a minor bit of power steering fluid ,leaking from the p.s pump 😎 Most of the bolts are showing a bit of tarnishing but the 2yr old thermal spacer kit bolts looked proppa rusty in comparison to the rest of the older bolts 😏 Then "snap" cylinder 3 outter inlet bolt (closest to thr turbo) snapped in the head 🤐😥😤🤬 Hopefully I'll be able to remove it without drilling and retapping it 🤔

Cheers chaps , Made a start on stripping the inlet off ,so I can trial fit the fuel rails and work out what lugs I can cut off prior to powdercoating . Seemed like a nice day for it , so I pulled the car cover right back to give the old girl a better airing. Everything has been on and off the car numerous times so didn't take too long , to get to the point of removing the inlet bolts . Quick cuppa coffee whilst staring at her in the sun 😊 Then a bird dive bombed and shat on the drivers door and rear 1/4 ffs lol

Decided to pull the cover right back and give the scoob a bit of a airing whilst working on it this afternoon 😎 Seemed like a good idea , well right up to the point when a bird shat on it 🙄 It was Only uncovered for 2 hrs ffs 😒😥😂

Matt at mb development might have one , too

Yeah ,but instead of fitting another weak 2.5 a 2ltr 207 would be stronger in standard guise 😉 i Think the 06 jdm might be a 2ltr twin scroll , not really up to spec on my hawks tbh

Cheapest option would probably be to drop a 2nd hand 207 in it (probably about £1.5k for the engine)

The standard 2ltr ej207 is supposed to be good for 450hp , so a 400hp target should mean that it's not on the limit . speaking to a few reputable tuners should give you a idea of what's possible within your budget and give you a idea of cost including supporting mods

Started pulling it's guts out for kicks n giggles 🙄

There's quite a few "specialists" out there , so no wonder you're struggling to pic one . I'd add a couple of more tried n tested tuners . Alyn at asperformance. R.M performance. Enginetuner. Are all worth a call to discuss your needs ,target hp and budget .

The biggest side feed injectors Subaru make are 440cc's they tend to max at 340hp , which is about the limit for the standard classic gearbox . Most tend to go for a "top feed " injector rail conversion ,which allows you to fit 550cc sti pinks or 565 cc hawk blues. I went for nismo 550cc side feed injectors ,which are Nissan injectors but the fit into phase1 (v1/v2) or phase 1.5 (v3/v4) fuel rails with "phase adapters". They plug into the stock Subaru injector plug by just filing a tab off . Just beware of cheap copies and aware that it will need to have the fuelling map adjusted by a mapper straight away

Dunno about that gambit ,engine's done over 40k since I built it but the bays getting some tlc now 😉 Ross , I do like to do as much as possible myself but the fuel lab fpr made up lines and v3 /v4 modified rails came up cheap from a friend of mine . He had them made up by a professional company and although I like a challenge, cutting stainless steel overbraid lines ain't my favourite job . So I bought them off him and some billet phase 1 rails off cdf ,as the v3/v4 rails don't fit my phase 1 inlet 🙄. I agree Sam, cylinder 3 is normally the weak link, due to being last in the fuel feed and tucked up at the back of the bay next to the up pipe and turbo (hottest cylinder) .

Although at my level of power or type of usage, I don't really need to go "parallel" . I've over thought and engineered most of the car , so why not the fuel lines too. The oe fuel system runs a "series" set up , this means cylinder number 3 is the last in line to get fuel . a parallel fuel rail conversion allows the fuel to flow into the end of each "rail" and return out of the other end , so no particular injector is last in line to get fuel anymore. A few pics of me trying to work out which lugs to remove off the inlet, once the oe rails are gone and which way to flow and return the fuel lines.

Had a little free time this afternoon, so started to strip the the car down. Seeing as I'm going to get the inlet manifold powder coated ,I thought I might as well see if any of the disused lugs can be cut off the inlet to tidy things up a bit . The 25yr old engine loom has seen better days and has caused a few electrical gremlins, due to the insulation going brittle . I'm currently running a phase 1.5 tps , tps plug and new age coilpack conversion , so even if I could find a good second hand replacement I'd have to splice a few things in again . I've bought a few sensors off J.T innovations in the past , so decided to get them to make a new custom engine loom . Pic of the previously patched up crispy loom . Doing a bit of research atm to try n find out if having a different fitting on the end of one rail will cause fuel flow /pressure differences between each bank . I needed to create extra clearance away from the clocked turbine housing , so fitted a racingline banjo bolt (black fitting in the fuel system pics)

Yeah I have trouble with my long hose, I have to hold it with 4 fingers 😊 Shame I pee over 3 of them though 😂

Is it the hardline to caliper hose your having trouble with ? When I first fitted the brembos to the v1sti they had ksport braided lines ,they were too long and rubbed on the bodywork. So I spoke to Alyn at a.s performance and he supplied a set of Goodrich phantom lines that fit a treat for my brembo conversion 😉