GD Toomes DD PTE6262 07 Hawkeye. What a long, long adventure this has been.
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HolyCrapItsFast
Drinks beer!
Those rails look beautiful! :tup:
You watch your whore mouth!
HolyCrapItsFast
Drinks beer!
LOL. I'm not a whore. I just have a lively libido. 
:Rofl:
Hahaha! Even though it is going to be snowing tomorrow, I will probably go swap the mount and patch up the leak in my coolant tank. Take it for a spin and see if I can feel a difference over the stock pitch stop mount. Then it will be scheduling time to prop up the car in a garage for the engine mounts. The group N mounts look and feel awesome. I know they are only a stepping stone for the car, but I have all the TiC- trans bushings. Should feel like I am bolted to the road!!
Pitch stop mount installed. Easiest thing I have ever done to the car I think.
First impressions:
Build quality looks outstanding. Zero flex compared to the stock pitch stop mount.
Test Drive:
I should have taken a video of the before and after, when the car is started because I haven't done the engine mounts yet, but the start up slop has been reduced significantly. I let out kinda low most of the time off the clutch with no gas and this definitely changed the engagement in a good way, since the engine is not bobbing as much as it was before.
Install:
Couldn't be any easier to install really - take out the back bolt and take out the front bolt/nut/two washers. The stock mount slips right out and your new Torque Solution mount slips right in. I went with the "good 'n tight" method here on the bolts.
First impressions:
Build quality looks outstanding. Zero flex compared to the stock pitch stop mount.
Test Drive:
I should have taken a video of the before and after, when the car is started because I haven't done the engine mounts yet, but the start up slop has been reduced significantly. I let out kinda low most of the time off the clutch with no gas and this definitely changed the engagement in a good way, since the engine is not bobbing as much as it was before.
Install:
Couldn't be any easier to install really - take out the back bolt and take out the front bolt/nut/two washers. The stock mount slips right out and your new Torque Solution mount slips right in. I went with the "good 'n tight" method here on the bolts.
I guess if you had to go by stages...then yes! Stage 4. Most things called stages are marketing terms to me. Let me go find the exact one I have for you....some time has past in reality (I swear.)
http://www.vividracing.com/catalog/exedy-twin-plate-clutch-subaru-2004-p-6076.html
Here are a few snap shots of it while it was in the garage before/during/after I installed it:
Just lying flat:
My super awesome buddy Mike, that got me into modding this car in the first place (Even though he was an EVO guy :lol: ):
Packaging:
More packaging:
Fresh:
Platesssss!:
Hope this helps;-)
http://www.vividracing.com/catalog/exedy-twin-plate-clutch-subaru-2004-p-6076.html
Here are a few snap shots of it while it was in the garage before/during/after I installed it:
Just lying flat:
My super awesome buddy Mike, that got me into modding this car in the first place (Even though he was an EVO guy :lol: ):
Packaging:
More packaging:
Fresh:
Platesssss!:
Hope this helps
;-)The torque specs I used here 95 ftlbs for the flywheel bolts and 25-28 for the pressure plate. Again though, my preferred method of clutch installation and removal is engine removal - other than the hoist, its because I have nothing left that really attaches to anything, haha. It is all ripped out.
So I have been tossing these thoughts around in my head for like two - three weeks pretty heavily. I need to add in the Fuelab FPR that I have sitting in my backseat, my stock one will no longer provide enough pressure for what the car is going to be tuned for. That is going to require a bunch of new lines etc, no big deal - but what is getting on my nerves is the Perrin lines are setup, I am OCD in a minor to moderate way. I am a fan of function and aesthetic playing an equal factor.... Here goes the brain dump...
This is a rough idea of how I would like to setup my fuel system -
I would like to use a y-type distribution block on the top of my manifold and some pretty high grade nylon wrapped hosing to protect it. I know the Perrin kit uses 3/8 ID hosing which is ?6AN, do you think I should be using ?8AN for deilvery and ?6 for return or keep the lines consistent throughout the setup. I have come up with the basic design for that is crude at best, but then again, I only know how to set up the fuel system two different ways.
Delivery:
I would use a barb to AN fitting for the feed line. First question, do you think that I can replace the inline filters with new filters (both delivery and return) and that would be beneficial or would that that create to much restriction? Barb to AN to straight AN to the distribution block (-6AN or potentially ?8AN). From the distribution block, 2x 45 degree fittings that meet a 90 degree fitting at each of the fuel rails.
Return:
Each fuel rail would have a 90 degree or 45 degree fitting (depending on exact mounting point of the FPR) and each would run to either side of the FPR that would be mounted against the firewall between the pitch stop mount and the strut tower on the drivers side. I could always mount it against the strut tower where the old air pump used to be installed. The bottom return would just be another 90 barb fitting.
I am sure this is a little overkill, but you know me, I am just as much presentation as function. One thing I know I don?t have in this setup is a gauge, do you think its a good practice to have a liquid filled gauge on the FPR for accuracy/monitoring purposes?
This is a rough idea of how I would like to setup my fuel system -
I would like to use a y-type distribution block on the top of my manifold and some pretty high grade nylon wrapped hosing to protect it. I know the Perrin kit uses 3/8 ID hosing which is ?6AN, do you think I should be using ?8AN for deilvery and ?6 for return or keep the lines consistent throughout the setup. I have come up with the basic design for that is crude at best, but then again, I only know how to set up the fuel system two different ways.
Delivery:
I would use a barb to AN fitting for the feed line. First question, do you think that I can replace the inline filters with new filters (both delivery and return) and that would be beneficial or would that that create to much restriction? Barb to AN to straight AN to the distribution block (-6AN or potentially ?8AN). From the distribution block, 2x 45 degree fittings that meet a 90 degree fitting at each of the fuel rails.
Return:
Each fuel rail would have a 90 degree or 45 degree fitting (depending on exact mounting point of the FPR) and each would run to either side of the FPR that would be mounted against the firewall between the pitch stop mount and the strut tower on the drivers side. I could always mount it against the strut tower where the old air pump used to be installed. The bottom return would just be another 90 barb fitting.
I am sure this is a little overkill, but you know me, I am just as much presentation as function. One thing I know I don?t have in this setup is a gauge, do you think its a good practice to have a liquid filled gauge on the FPR for accuracy/monitoring purposes?
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