Cool Article about the 05 SCCA wagons floating around still.. :)

http://www.sportcompactcarweb.com/features/0711_sccp_2005_subaru_legacy_gt

Humble Pie - 2005 Subaru Legacy GT

You Just Got Passed by a Wagon

By Dan Frio

photographer: Scott Dukes

http://images.sportcompactcarweb.com/features/0711_sccp_03_s_+2005_subaru_legacy_gt+left_front_view.jpg

Packed with capability and convenience, WRX and Legacy turbo wagons are not unusual sights at local track days, though far from the standard choice. Nevertheless, there's something really cool about a fast wagon. So when Subaru's North American management decided to try its hand at Grand Am Cup (GAC) racing, it did so with a 2005 Legacy GT wagon and validated every closet wagon freak's fetish.

Along with fielding a time attack-dedicated STi (driven by infamous Japanese hooligan Eiji 'Tarzan' Yamada), Subaru has thrown its corporate road racing efforts behind the Subaru Road Racing Team (SRRT), a joint effort between Dave Rosenblum's Inner City Youth (ICY) Racing and Joe Aquilante's Phoenix Racing.

Both Rosenblum and Aquilante boast success in SCCA Club Racing. In 2005, they campaigned a pair of STis to win two divisional championships and a national title in the Touring 2 class. In just three events last year (entered in the Street Tuner class), the team posted a sixth-place finish at Lime Rock, ninth at Mid-Ohio and a second at Barber-a respectable showing by any measure.

http://images.sportcompactcarweb.com/features/0711_sccp_04_s_+2005_subaru_legacy_gt+side_view.jpg

"What made it more compelling," says Subaru marketing spokesman James Han, "is that we only ran one car. We weren't able to swap set-up, practice or qualifying data between two cars, and our drivers did a bang-up job securing those results."

The endeavor was short-lived, however, as the team switched to Legacy GT Spec B sedans for the 2007 season. Piloted by drivers Rosenblum, 2005 SCCA national champion Chuck Hemmingson, '05 runner-up Kristian Skavnes, and Davy Jones, the cars have brought home two first-place finishes already. Even so, the wagon's 2006 effort is still spoken of with fondness by SRRT members.

We ran across this trunk-less wonder participating in a time attack event at the automotive amusement park series knownas GT Live, surrounded by full-blown time attack cars, monster Evos and Japanese-imported beasts.

http://images.sportcompactcarweb.com/features/0711_sccp_13_s_+2005_subaru_legacy_gt+left_rear_view.jpg

The GAC Street Tuner class allows minimal performance mods (nothing in the block, head or valvetrain) and counts cars such as the Mazda RX-8, Chevy Cobalt SS, Acura RSX and TSX, and a variety of BMWs as typical entries. Also, the class is limited to four- and six-cylinder engines, although turbos and superchargers are allowed. Minimum weights range from 2200 to 3125 pounds. The Legacy wagon, notes crew chief Klevis Prifti, came in near the top of the scale, at 3100 pounds, some of that bulk attributed to Subaru's Symmetrical All-Wheel Drive system.

With only minimal engine and aspiration mods, including a Fluidyne radiator, Denso Iridium spark plugs, three-inch open exhaust and a stock ECU tuned by noted UK chip tweakers EcuTek, the Legacy turned a claimed 250hp and 280lb-ft of torque on the dyno. In a class like Street Tuner, the strategy involves maximizing every ounce of that power.

"Speed is a function of how much power and torque we make, but more importantly how we get that torque down to the track," says Aquilante. "We spend a large part of our time at the track examining suspension settings-the shocks, the valving, the overall handling of the car to a particular track-so drivers can get the power down sooner, stay on it longer, and brake later. Speed is a very, very tricky equation. And a lot of our time is spent optimizing the handling to get that power to the ground."

The Legacy wagon formula for putting down power includes three-way adjustable remote reservoir JRZ shocks and Eibach springs, with bushings made to ICY/Phoenix spec by VAC Motorsports. Up front, an OEM anti-roll bar, custom end links and DMS camber plates allow for precise setting of turn-in characteristics. Up top, an STI strut tower brace stiffens up the engine bay. A Perrin anti-roll bar and custom end links help rein in play at the rear.

http://images.sportcompactcarweb.com/features/0711_sccp_19_s_+2005_subaru_legacy_gt+interior.jpg

Allowing the drivers to dive deeper into corners are OE rotors and calipers, augmented with custom stainless steel lines and Porterfield pads, with ICY/Phoenix custom ducts at the front. Aside from the suspension, the ECU was the only other area to provide some previously untapped performance. Han notes that the team was fortunate to have EcuTek's expert help on hand during races.

"The hardware is nothing different from what someone can get at a certified dealer," says Han. "We did have the luxury of EcuTek's US distributor coming out to the races. It was trackside help, looking at the data afterwards and analyzing it, massaging it, and optimizing it toward the vagaries of the track itself. It's not [in] real time, but it's as close as it can be."

Even more promising is the burgeoning relationship between SRRT and Subaru's World Rally Championship team. Although the two squads are corporate worlds apart, Han speaks encouragingly of the interaction. "There's been data back and forth," says Han of SRRT's relationship with Subaru's WRC team. "We've looked to see if we can tap some of their resources, helping us a bit on the traction level. Since we're restricted quite a bit on the engine side, we've looked at trying to gain traction with the Symmetrical All-Wheel Drive, and they have that knowledge."

http://images.sportcompactcarweb.com/features/0711_sccp_25_s_+2005_subaru_legacy_gt+roll_bar.jpg

The only mods in the drivetrain are a Cusco 1.5-way rear diff, a custom oil cooler kit from ICY/Phoenix Racing, and an STi short-throw shifter-the dealer option piece available through Subaru's performance parts division, SPT. Tires are Hoosier 225/45/17 GAC Street Tuner class spec, mounted on 17x8 OZ Racing Ultraleggera wheels.

For Legacy GT daily drivers/weekend warriors, Aquilante has this advice: "[beyond dialing in your suspension] you can do yourself a lot of good just getting the engine calibration done, and by optimizing engine performance on premium octane." If that's not a vouch for a turbo-back exhaust and ECU tune, then we don't know what is. And although it won't increase power, speed or braking, don't forget to add the sticker that no doubt infuriated competing drivers as they lost a corner to one of SRRT's drivers:

You just got passed by a wagon.

I just bought this car. I'll be racing it in the ICSCC ST class this year. The ICSCC is a Pacific NW racing group across Oregon, Washington, and British Columbia. Should be a blast to race a Legacy Wagon against the Corvettes and Mustangs.

I just bought this car. I'll be racing it in the ICSCC ST class this year. The ICSCC is a Pacific NW racing group across Oregon, Washington, and British Columbia. Should be a blast to race a Legacy Wagon against the Corvettes and Mustangs.

Pics and video please! that wagon is so cool.

No Video yet, I haven't raced it, it's on the way to my shop! However there are pics in the Introduction forum and the PAcNW Forum.

Here's a few:

http://i527.photobucket.com/albums/cc359/MS6Hayate/DSC09213.jpg..http://i527.photobucket.com/albums/cc359/MS6Hayate/DSC09212.jpg..http://i527.photobucket.com/albums/cc359/MS6Hayate/DSC09210.jpg

Here she is..

[ame=http://www.youtube.com/watch?v=4VXSQLylSy4]Subaru LGT vs. LGT - YouTube[/ame]

Awesome vid! This is going to be fun!

:D

Love the video! I think I saw it before, but did not catch the close contact between Leggys! The wagon rocked, but the sedan took it in the end...

Congrats on getting the wagon!

Update: The car is at Cobb-Surgeline in Portland getting some TLC. Six years of storage required some major updating and safety gear replacement.

First track event appears to be May 9-10-11 at The Ridge in Seattle.

Update:

New ATL Fuel Cell bladder. Fuel Safe Collector with Bosch pump.

COBB Subaru 1000cc Top Feed Injector Set

Motive Autowerks Composite TGV Deletes- Metal Intake Manifold

Aeromotive EFI Bypass Regulator

COBB Lightweight Pulley

COBB Tuning Electronic Boost Control Solenoid for '08+ STi/LGT

Most all lines replaced with Aeroquip

AEM 3.5 Bar MAP Sensor

COBB Accessport V3

SPAL cooling fans.

A ton of little fittings, hose ends ect.

Couple of pics:

http://i527.photobucket.com/albums/cc359/MS6Hayate/IMG_3141.jpg..... http://i527.photobucket.com/albums/cc359/MS6Hayate/CobbShop1.jpg

New oil cooler lines:

http://i527.photobucket.com/albums/cc359/MS6Hayate/IMG_3142.jpg"]http://i527.photobucket.com/albums/cc359/MS6Hayate/IMG_3142.jpg[/url]

One of the JRZ 3 way adjustable coilovers is leaking....they are all coming off to be rebuilt. I'm investigating a cheaper setup to run while they are gone and have as a race day backup. The new JRZs 3-ways are super expensive, so am looking for more of a production type like KW Var2.

if you didn't open the pics in original size on photobucket, you owe to yourself to see what a "real" camber plate looks like, as well as brake ducting hose.

1000's of dollars later, I wish I had done the brake duct hose upgrade. OTOH, I'd probably would not have bought the miata, so it worked out in the end. :-)

if you didn't open the pics in original size on photobucket, you owe to yourself to see what a "real" camber plate looks like, as well as brake ducting hose.

 

1000's of dollars later, I wish I had done the brake duct hose upgrade. OTOH, I'd probably would not have bought the miata, so it worked out in the end. :-)

Here's a good shot of the camber/caster plates. I'll get better shots of the brake ducts when Cobb is done with it.

http://i527.photobucket.com/albums/cc359/MS6Hayate/PassengerFront.jpg......... http://i527.photobucket.com/albums/cc359/MS6Hayate/DriverFront.jpg

Here's a good shot of the camber/caster plates. I'll get better shots of the brake ducts when Cobb is done with it.

 

http://i527.photobucket.com/albums/cc359/MS6Hayate/PassengerFront.jpg......... http://i527.photobucket.com/albums/cc359/MS6Hayate/DriverFront.jpg

where's the drool icon?

Update May 2014: The wagon is back from Cobb Surgeline. On their Mustang dyno at 16 PSI it turned 309 TQ, 308 AWHP. In the ICSCC ST class that means I have to weigh around 3310 lbs. It's imprecise because the class uses Dynojet dynos which read 6-12% higher than Mustang dynos. The car weighs 3250 with me in it, so I bolted in 60 lbs of ballast.

At the next race at PIR I will head over to Portland Speed Industries and have their AWD Dynojet certify my power at 14, 15, and 16 psi maps, then adjust weights to the lowest weight possible. The goal is to be at 10lbs/hp on a Dynojet dyno.

More Mods:

Installed front tow strap

Racer mesh in front of FMIC and brake ducts

New window net

New Belts

Cleared data in AIM MXL Pista Dash/Data Logger.

New roll cage padding

Cool Shirt System

Relocated battery to back

Exhaust pipes were straight thru, super loud, I would have certainly violated the decibel rule at most tracks. Cobb installed a set of prototype mufflers they had left over from a few years ago. Now it's really quiet. It's too bad, it was nasty before, now it's a kitten.

Issues to be resolved:

Fuel Sender is stuck on Low Fuel warning

First race will be at Spokane Raceway May 29 - June 1.

I almost forgot... when Cobb tried to dyno it the first time the back of the car jumped around so much it was impossible to get into boost. We all thought it was because the JRZs were blown in the back. I had planned on swapping them out for some less expensive COs and having them re-built anyway, so I took the car home and swapped in a set of K-Sport track only COs. They have almost identical rear spring rates of 896 lbs.

I also needed to weld in some rear tie down hooks to the frame, transporting the car in my trailer with it tied down in the back to the rear suspension was not a good long term plan.

When I got back to Cobb the same thing happened, the rear bounced so hard on the rollers it was impossible to tune. Obviousy the problem was not blown rear shocks. So they switched the rear dyno tie downs to my newly welded in tow eyes, and bang, problem solved. Smooth as silk on the rollers.

The JRZs are otw to SRP Engineering in NY for a rebuild. The rebuild costs more than the new set of K-Sports, but a new set of JRZs are insanely expensive.