Mortal2None

That's pretty cool as I haven't seen those yet! I finally found more info on NASIOC that shows what the issue is and what it means to "notch" the heads. The RCM conversion cams now make sense too. (As they are plug and play with a larger usdm sensor o-ring) Took me forever to find a good example of someone who had done it but I fully understand it now: https://forums.nasioc.com/forums/showthread.php?t=2061849&highlight=207+cam+sensor&page=28 Starts at the bottom of 28, 29 and a few pages at the end. The overall build that guy did is amazing.

Has anyone here tried getting the T20 JDM SPEC C big port SAVCS heads working on a non HAL cam sensor USDM car? (Basically a LGT 2005+) Supposedly you have to notch and retap the heads to make this work but I have yet to see anyone post any meaningful info on this process. The other possible way was to use an outdated adapter that may or may not work and Cosworth does not even make anymore. Also there is a NA version of the big port head as well. Can you use the NA head on a turbo car? Maybe just as easy as chamber matching?

How does it sound with the Helmholtz plumbed in? You can import other things as well from Japan? I'm also just a few miles away from you.

Which flex fuel kit? The COBB? I bought the COBB flex fuel kit. When it was going to finally get installed they couldn't because GREENSPEED came out a month before. Now its just sitting in a box after months of promises from COBB to support the LGT platform...

if you used the tranny from the GT wagon which has a 5EAT, (5 SPD Auto) and the flex plate was from a 4EAT (4 spd auto which the NA's have) The flex plates are likely different? Might want to cross reference the parts for each on one of the oem Subaru parts sites.

Did it make the reserve price on EBay @ $8300?

Both wagons still not road worthy but might take the RS out there. No one is going?

How much to ship to N.Y.? (PM sent)

Hopefully it finds a home here but looking like a good start on the EBay bids. ($6k and climbing) Saw it there first and figured this MUST be a LGT.com car. An 08 XT w/ 5sMT in a solid color is hard to find. GLWTS!

How would the red one compare to a HTA71?

Thanks Shralp and Pleides! As far as what the car had done to it, here is the original FS thread: https://legacygt.com/forums/showthread.php/ma-taunton-legacy-2005-gt-wagon-sold-276499.html I guess Boxkita called it on the "it broke" part but she will live again. xD @Shralp, you are still on the same cozzie pistons and they are holding up? I will give Dave a call as well and I forgot about Rallispec. @Pleides Its currently a GS TMIC with a madrig custom scoop but i have been thinking about retrofitting a 08-14 WRX COBB or Perrin FMIC. It still has the HTA71 that it came with but I am thinking about a rotated setup this time but that is probably outside the realm of a stock RA setup with any kind of longevity in mind.

Thanks Pleides! The RA block is using the same crank as the normal STi's still so my guess is mid 7k RPM is the limit until the drilling on the crank deprives the rod journals of oil? I am probably going to go the RA route with re-gapped and coated rings as I like to drive the car year around. This may sound silly but with head flow work and just replacing the crank and rods with billet aftermarket on the new RA block does anyone know if the stock RA pistons can handle 8k RPM engine speeds? I have been searching for more info on the RA blocks and all I find is how with 450-500WHP they seem to be holding together so far. (quite impressive)

I bought Save the Wagons Blue s402 wagon right before the pandemic hit. About 2k miles later, I was accelerating onto an on ramp when it felt like I hit the rev limiter at 6700 RPM and it sounded like the engine backfired out of the intake. (the engine deaccelerated so hard my arm hit the wheel with such force I thought I broke it) At idle, the VTA Crawford Race AOS smokes like a witches pot on Halloween and if I pull the dipstick, it will splatter small amounts of oil out at idle like a cut carotid artery. At first I thought it skipped a tooth on the cam gear or something of that nature but after seeing the other two things I'm guessing good old ringlands? I haven't had the time to do a compression, leakdown or borescope check yet but judging by the blowby from the AOS, I think the writing is on the wall. It was a IAG stg1 block and was doing 324HP (@5546) and 349TQ (@4458) (tuned by Perry/The Subaru Shop) and should have been well within the power limits. (AFR was high 10's low 11's at WOT so no lean conditions, A bit too rich but I guess safe) Engine was install by AWJ in NH so all the work was done by reputable shops I believe. I was hoping to get at least 50K out of the engine as 5k is a huge disappointment. Is everyone investing in RA blocks now or is there something better as I'm very hesitant to go the IAG route again. I would love to do a high revving destroker but I don't hear much about those and I personally hate the piston slap sound on cold days of the forged pucks. (hence thinking RA) Can anyone recommend someone in the tri state area that knows how to properly build a Subaru engine with some longevity in mind?

Madrig, Let me know if I missed your shipping cutoff. I need to add more to my stable of growing Madrig CF parts. I need to log on here more often...

PM sent. I am converting a 2006 GT to JDM sport/S402 facelift bumper/fenders/headlights. I bought a spare set of OEM harnesses but would prefer not to hack if this is PNP?