I don’t want to sit around and argue, but to me track days are ‘another problem’ as far as I’m concerned. You induce stresses in the engine almost every manufacturer doesn’t account for in testing. The ones that do are typically on track day specials with over built components to accommodate the abuse.

Turbo Subarus use MLS headgaskets and they typically don’t fail unless you have another problem. The truly weak Subaru headgaskets are the fiber based ones on the older NA 2.5 motors.

I’m sorry but you’re just not correct. Having owned a spec.B for 5 years that’s actually a fairly well thought out stage 2 car. There’s not a lot of HP to be found with an intake but it’s there. The reality is the gains are so tiny for the cost of the equipment and the necessary tuning it’s basically not worth it. Now…

But you’d still have to have air flowing backwards out the intake box for the vaporized oil from the PCV system to hit the MAF.

No, no it doesn’t. If it recircuated the bypassed air before the MAF the sensor the air would read by the sensor twice. The recircuated air is returned to the system between the MAF and the turbo. Usually with a diverter pointing the air flow away from the MAF to avoid any turbulence.

MAF fouled by oil blow by? I’m not sure how that’s even possible considering the MAF is well before the turbo. If your turbo is pushing air toward the MAF you’ve installed stuff very backwards.

Uh he’s already done the 105k service.

I’m laughing at all the CP, comments as I just sold my 08 spec.B with very similar mods with 70k on it for $18,250. The buyer was basically banging down my door asking to buy it too. A clean relatively low mileage rust free spec.B will sell for quite the premium.

On a street driven car there’s no pro whatsoever to a welded dif

I basically spent 6 months looking for mine, owned it for just short of 5 years. I definitely agree it’s one of the best looking, yet under the radar, cars out there. Lots of my WRX friends complain about the attention they get, but the 4th gen Legacy has very similar potential with none of the attention. With 5 years…

If all you did was eliminate the delay to the closed closed loop switch many people agree it is very helpful. Of course most of the time when you have a tune done you also increase boost and timing thus increasing risk again.

There are several theories, but the one the experts tend to agree on is a combination of the stock tune, short ring lands and poor scavenging due to unequal length manifold. The stock tune tries to keep a lean afr for a couple of seconds into boost. This does wonders for emissions compliance, but is generally terrible…

I loved mine too, but I wanted to focus on my Miata for more track days so combined with the potential of engine failure it made more sense to sell the Legacy.

Yeah but if you caught the headgasket failure early the repair cost is about a third of the cost of a proper EJ255/257 rebuild.

Part of me is sad I sold it, but the other part is glad to be rid of the EJ255 time bomb.

Oh hey my old Legacy spec.B was tuned by Snail Performance on that very dyno. Always fun when someone you know shows up on here.

NC Miatas can be had well under budget enough to make sure you have funds to put much better suspension!

I always enjoyed reading his articles in Car & Driver :(

Their NA/NB conversions are significantly cheaper than the the ND one if I recall correctly. Since there’s only one ND V8 Miata trying to pin down the resale value of it is basically impossible.

Actually the LS Miatas that have verifiablely been built by FM resell at pretty high prices regularly. 25-30k for a NA/NB FM V8 Miata is a great buy all day long assuming you have cash.