Jay762

I had, response received stated that any liability / issue is between myself and the dealer I purchased the motor off

Just for info - I did promise to share the result with SC and have done so by email

It has been identified as the original engine

Overview This report details the results of a build completed by Scoobyclinic. It illustrates that a combination of parts, which on correct assembly could result in an engine capable of a solid 440bhp but fail completely within a very short space of time (approx 6200 miles) due to a number of reasons - Head studs incorrectly fitted, head bolts not torqued down, machined faces scored, liners proud of block, poor honing and piston to cylinder gap intolerance History Built by ScoobyClinic for Mikee Singh Sold by M Singh to James Bastable Sold by J Bastable to Paul @ Midwest Performance Bought from Midwest Performance by me Advert from the Midwest site http://midwestperformance.co.uk/product/2008-subaru-wrx-sti-505-bhp-scooby-clinic-racing-spec/ 2008 WRX STI,Massive Scooby Clinic Racing Spec, 5000 miles since forged engine rebuild, , 480 bhp and 500 ft lb pump fuel v power, 505 bhp & 525 ft lb on 20% meth, Mapped by Mark and pat at Subaru Specialists Scooby Clinic, , Syvecs S6 GP ECU with syvecs expander, , Toucan touch screen display, , 6 switchable maps, , Launch control, , Anti lag, , Engine:, SMG linered ej257 block, Built by mark Wilson at clinic, JDM Hatch Spec C Dual AVCS Heads, FIC 1100cc injectors, Spark plugs ngk 7, Mahle Forged pistons, Manley rods, ARP Studs, Cosworth Gasket, Twinscroll sump, New Billet SC46 (high flow turbine)…… The car was built by scooby clinic for one of there in house racing drivers as his daily car Kev @ Scoobyclinic has confirmed the spec as described in the advert and that the build was completed by Mark – quoted as being a “£12k build” by email. The engine numbers could not be confirmed as it was an internal project and that data is not retained by SC The parts listed have been confirmed on strip down which identifies the engine to be the original build unit: ARP Studs Mahle pistons Manley Rods Linered EJ 257 block Spec C heads Mileage on car when collected Circa 38000 (Online MOT history confirms this to be valid) Mileage when rebuild was completed Circa 32900 Current mileage 39064 Approximate mileage completed by myself 1000 Approximate mileage completed since rebuild 6160 Both J Bastable and Midwest Performance have stated no engine work or parts were replaced on the motor by them. The Report Leaking crank seal All cam pulley bolts were very loose except n/s exhaust pulley. It is suspected that was tightened up properly making the timing belt slip on that pulley hence the rest being dangerously loose, they would have continued to gradually loosen until falling out completely All clearances on timing guides were incorrect, these are fitted to ensure the timing belt does not jump teeth. How these were fitted it’s not possible they could do their job correctly. Damage from a tool under one of the cam seals. It looks like the seal may have been hammered too far in then a screwdriver used to pull it out damaging the head A single bearing timing belt small guide idler bearing fitted The 2.5l STI has a dual bearing type as standard due to the heat and load that can be generated in the bearing race The oil pump had inadequate sealant. Whilst it was not leaking at the point of engine failure it had the potential to fail in the near future This oil pump is a Cosworth modified Subaru 10mm oil pump & this engine is dual AVCS so should be fitted with a 12mm oil pump as standard. (OEM Part number: 15010-AA310) As it is an aftermarket oil pump with a smaller diameter but with the potential to generate increased pressure it is contentious as to the oil supply requirements, pressure vs flow rate capability. For a dual AVCS 2.5l unit there is a high probability this would be insufficient The specific mounting bolts which require three bond sealant on assembly had none applied resulting in eventual oil leakage Head studs fitted incorrectly. This potentially caused / contributed to the failure of the cylinder head gaskets. The head gaskets have definitely failed in several places. It cannot be ascertained 100% if there was the reuse of old head gaskets in this build. The damage on the gaskets could be attributed to either vibration caused by the head studs being incorrectly fitted - not being torqued as required or that old head gaskets have been used resulting in cylinder head gasket failure. Given the relatively low mileage since the rebuild (circa 6164 miles) and the damage to the gaskets themselves this would indicate the reuse of old gaskets. On removal of head studs from the block, grit was present in the threads. This means the head studs will not have been torqued down correctly The face of the head shows scoring. This will have been incurred either on assembly with the face being moved on a rough surface or during the machining process - blunt tool or material being picked up from the sleeve and dragged across the surface The sleeve itself is prominent above the deck not machined flush. There are signs of the engine burning excessive oil, evident by the burnt oil on the crown of all pistons The pistons have picked up in their bores. This could be down to incorrect piston / wall clearances or a poor quality build - not completing pre installation tolerance measurements. The bores have been honed incorrectly (too shallow an angle on the hone) This has contributed to oil usage due to oil bypassing the rings.

For what I need at this point - Daily for the Missus and a few track days, the 2.5 will be fine, retaining the extra torque will be easier to live with. Ill save the EJ22 for the a more focused tool, 700+ capability maybe 😁

Not looking for a specific power figure but want the foundation to be solid for whatever so the block will not be a restrictive component, internals can be switched out as appropriate but the aim is rev to an 8.6k redline without falling apart. It will be tracked as well

Oh it is so all about the degrees 😁

It will be fitted with 14/14's - only want to do the foundations once 😊

Yes it is - full CDB conversion booked in 👍

I have fixed torque wrench as I have had bolts over tightened before and had to grind them off in past

Wotcha and welcome - keep us posted on your progress, being a limited edition it should keep its value but I think the owners all know this so the price will be held. Not seen one below 25K

Wotcha and welcome - couldn't help with the apple stuff but I know more people are using google maps as a community adding sites for mobile cameras etc

Now sorted - Pole Position at Willenhall (quite local to me) had one on the shelf

The results are in and its not pretty - I will be posting a full breakdown with photos of the analysis. Unfortunately there is quite a lot to write. Parts have been salvaged and will be resold but for what I would like to achieve a build from scratch is commencing

Found recently you can get a whole brand new unit from ICP for £35...

Looking for a bare block from a standard 2.5l EJ257 with cylinder bores at 99.5mm, dont need a complete short engine just the block itself What have you got?? Cheers Jay

Looking good 👍

Wotcha and welcome - UEL headers do give the boxer rumble however on an NA motor I do not know how it will impact your running as the cylinder vs header length is important due to waves of back pressure. The back pressure is not important on a turbo setup, you may end up with a flat spot in the rev range

Wotcha and welcome - great to have your thoughts, how does the car drive generally, battery around town versus petrol on open road?

Working away but can copy some installation instructions at the end of the week

Very much so 👍

Wow that is clean! GLWTS 👍

Wotcha and welcome I would be soaking in penetrating oil for 24 hours then a few taps with a mallet to loosen things up

Wotcha and welcome - Lovely motor that 👍

Should fit no problem