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Jono24 last won the day on September 15 2018

Jono24 had the most liked content!

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245 Am i good or what?


About Jono24

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    Mech Engineer
  1. What is the theory behind sticking to one type of oil once you've used it once?
  2. We see ~18l/100km when towing on the open road at 90km/hr Sent from my SM-G960F using Tapatalk
  3. We have a 6m glass boat on a tandem axle braked trailer. We towed it from Auckland to Christchurch down the alternate route while kaikoura was blocked and through the Lindis pass. This was using our 2.5T auto 2008 SH5 Forester. Under brakes it is good and never have had a brake fade issue or felt uncomfortable under brakes. However... if the coolant system isn't up to scratch you will suffer. Our radiator was blocked and this caused us overheating issues so I'd get the radiator rodded or replaced, rodding a rad is cheap. I would also consider a trans cooler and eventually I'll fit an oil temp sensor to the engine oil. Suspension wise the factory suspension has a tendency to pitch a lot, this is amplified while towing and is not stable, ie the oscillation gets bigger as you go faster. We can safely tow at 90kmh but around 100 kmh the oscillation starts and gets a bit scary. Not a big issue but worth noting, this is likely to be different to an outback. I don't believe the pitching is a tongue weight issue, we are around 50kg tongue weight. Sent from my SM-G960F using Tapatalk
  4. Hey guys, from a technical perspective. you aren't describing cavitation as such. Cavtitation occurs when the pressure on the suction side of the pump drops too low (usually a negative value determined by the pump design) for the pumps given amount of lift. This boils the fluid on the suction side of the pump and the bubbles then collapse on the impeller. What you guys are describing is more like what I would refer to as dead-heading a pump. This is where the fluid essentially stalls (relative to the impeller) and you get fluid slip on the impeller (like compressor surge). It sounds like you are driving the pump off the end of its operational curve, and this is driving the current draw up and frying the pump motor. Can someone measure a dead pumps electrical resistance versus a good pump? Cavitation would destroy the impeller and maybe the shaft bearings/surfaces. Dead-heading will burn out the motor. Sent from my SM-G960F using Tapatalk
  5. Are we gonna get to see a list of results? (for those of us out of towners) I'm keen to see how everyone did. Sent from my SM-G960F using Tapatalk
  6. I have an aluminum pulley on the crank, and I haven't (probably ever) been able to do it up tight enough, when it gets loose it makes a similar sound. I did some reading trying to diagnose mine and alot of people were saying the tensioners can fail and make this sound.
  7. One other thing, holsets aren't water cooled typically (some hx40s are). This will add to your oil temp significantly. Sent from my SM-G960F using Tapatalk
  8. If you want to keep the top mount you need to read through Boons v7 thread. The engine bay size is similar and i believe it was a tight fit with single scroll. The hard part about top mount + twin scroll is finding space for the waste gate/s. This may be possible with an efr with integrated gates. Not to be a downer, but I don't think it will work. I initially intended to try to keep the top mount (I had a very nice hyper flow top mount too) but it was too much hard work. Sent from my SM-G960F using Tapatalk Did we ever see a retune of evowrx/furzes car after the valve springs were replaced? I thought clint's brothers car was on a gt30 and also made similar power? I haven't heard of a stock long block of the v7-10 era making anymore than 300kw (in NZ). Sent from my SM-G960F using Tapatalk
  9. I like that b4! Makes me want an NA bonnet. Sent from my SM-G960F using Tapatalk
  10. Headers are the same, vf38 turbos are S***. Sent from my SM-G960F using Tapatalk
  11. 4th gen onwards are twin scroll. Smaller extractors than the sti ones though. Legacy twin scroll headers are what's on my car. Sent from my SM-G960F using Tapatalk
  12. Do you happen to know the rough weight of a 96mm piston? I've read that the weight of the 99+mm pistons don't play nicely with the cheaper h beam rods (eagle h beam etc) and those engines are more prone to rod failure. It must all help with engine longevity at the high performance end (lighter pistons being easier on the rods). Sent from my SM-G960F using Tapatalk
  13. Pretty sure he means boring out a 2.0 CDB and sleeving it, compared to yours being a factory 2.2 cdb. Sent from my SM-G960F using Tapatalk
  14. Vf33 is a primary turbo, vf32 is secondary for 3rd gen rev d models. Vf33 being the large compressor outlet version which was only on some (manual?) Rev d Legacy models. Other 3rd gen rev d had the vf31 primary turbo. Vf32 was the secondary turbo, common to all rev d legacy models. Sent from my iPhone using Tapatalk
  15. Cheers John, I'll be ringing them tomorrow for my Forester XT.