DBCooper

Sure, here: www.youtube.com/watch?v=Axs1QF_Wxzs

That was my first thought too, some kind of harmonic, but haven't found anything. It was hard to start right after the bump and doesn't run as well now as it did, both those things pointing to the valve timing being off or a bent valve. But to me that sound is still somewhere nearer the surface of the engine than a rod, maybe even external but somehow connected to the rotating assemblies, I just don't know have enough Subaru experience to recognize it. Yes, it's a really lightweight car, which makes it makes it a whole lot of fun. When it runs.

I agree. I'm inclined to think it jumped a cog on the timing belt and bent a valve, but, like I said, I'm not a Subaru specialist.

Very slow tap on guardrail, 5 mph max, but maybe over-revved the motor with foot on brake while sliding for a while on a slick road. Now it has an inconsistent knock or tapping when revved It doesn't sound like a rod to me, but I'm not a Subaru specialist. Could you give it a listen? On YouTube, here: The knock, really a rattle or tap, starts at about 20 seconds. It's not the timing belt, removed the covers and pushed on the tensioner, no change. Forgot to mention that it's a WRX engine in a Porsche 914, but otherwise stock. Thanks.

We have several Porsche 914's with WRX engines and transmissions and have seen several unusual failures of the inner CV's (DOJ's and SFJ's). What's odd is that they seem to just come apart, without being hammered into a failure, just kind of disassemble while being driven normally. Nothing broken, not even any sign of damage. These are custom Sway-A-Way axles that have been re-splined to connect the outer CV's and stub axles of a Porsche 914 with inner DOJ's and SFJ's to fit a Subaru 5MT transmission. Typically they're the 2000-2004 WRX transmissions with male output stubs. The CV's and DOJ/SFJ's don't seem to be damaged, they just come apart, and it doesn't happen often, really only a few times among quite a few cars. Still it's not good and I'd like to find the cause and then a solution. I suspect we have too much angle in the axle, because the Subaru transmission axle outputs are offset from where the 0914 stub axles are located, giving us an axle angle of maybe 10-15 degrees. So the question, does anyone know the maximum design angle permitted for those inner CV's? And if you know that maybe you'll know if those max. angles different for DOJ's and the SFJ's? If it's not the angle is there anything else it might be, that should be checked? And lastly, if you have enough knowledge and expertise to know max axle angles would you alsoknow the relative strengths of those two, the DOJ's and the SFJ's? We're two wheel drive, so we're putting all the power through those two wheels instead of spreading it out among four, meaning we do break things. Which joint would be the better choice for strength, the DOJ's or the SFJ's? Thanks

He actually said "has anyone swapped a subaru engine with a porsche engine", which could be read either way. In any case sorry, please forgive me and ignore what I posted. Bye.

. It's not uncommon, actually. My car is a 1972 Porsche 914 with a WRX motor and transmission. this is the original installation, with the 914 transmission: Later with a front mounted water-air intercooler and a WRX transmission that was converted to two-wheel drive: And later, the finished car at an autocross: The build thread: http://www.914world.com/bbs2/index.php?showtopic=102887&hl=subaru+transmission+wrx Nice motor. Mid-engined flat four air-cooled boxer originally had 90 hp stock, now it has lots more. .

So you like to see Corvette motors in Volvo's? Try this: Whole build thread is here: http://forums.turbobricks.com/showthread.php?t=222596 There's an autocross video in that thread taken from behind a rear wheel so you see it smoke the full length of straightaways. And for Subaru content, a previous project, a 55 VW: