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JSC Speed Project Car: JSCRedWRX

First Impressions

On April 10, 2014 JSC Speed took delivery of our Lightning Red 2015 Subaru WRX Base which will be the platform for our newest project car, code name: JSCRedWRX (see also #jscsredwrx). First off, why did we choose the 2015 WRX over the 2015 STI? Because the 2015 WRX has a lot of unknown potential while the 2015 STI isn't going to be too different than any STI since 2008 or even since 2004 as they all use the same EJ25 2.5L turbo motor. The 2015 WRX is revolutionary in that it has Subaru's all new FA20DIT. A 2.0L direct injected motor coupled with a twin-scroll turbo, which makes a very nice amount of boost from a relatively low RPM--especially for a Subaru. This low end grunt makes the 2015 WRX a very quick car, especially for the reasonably low sticker price--ours was under $28k with absolutely zero options.

Will be using this page as our build log. It will contain all of our notes, thoughts, impressions, and the parts we sell that we test on the car. Wheels, exhaust, suspension, intake, intercoolers, tuning, seats, harnesses, fluids, filters, and eventually, engine internals, and turbo kits. In addition to this page, we have a build thread going on NASIOC, which will be updated frequently ahnd will give you an easy way to interact with us during the build. Also, follow our Instagram and Facebook for daily updates and occasional deals!

The JSCRedWRX had nine miles on the clock when we left the dealership and only has 22 miles on it as of this post, so these are very early first impressions. The 2015 WRX is not as soft and rolly as the previous version, but it not as firm as it could be and still be comfortable. As with most new cars and certainly all Subarus, the ride height is way too high. The seats are very soft, but have decent bolstering, we will get a truer sense of their comfort after logging some highway and track miles at New Jersey Motorsports park very soon.

The steering wheel is perfect. With its slightly flattened bottomed and thick grip. There are radio, telephone, and cruise control buttons built in at good locations and not bothersome at all. However, there is a very tacky (as in "gaudy" not "sticky") silver spoke at the 6 o'clock position. This shiny bit reflect sun or overhead lights right back at the driver and also feels out of place with its very cheap feeling material.

The stock exhaust note is pleasantly throaty, especially on cold starts. We were surprised that it retained a little bit of the boxer rumble even with the smaller displacement engine and factory equal length header (much of the much loved Subaru rumble is derived from the unequal length headers that Subaru fitted to their powerplants). However once you start driving you quickly realize that the exhaust is not loud enough to be heard over any wind noise, let alone the radio.

Power delivery is smooth and torque comes in quickly thanks to the twin-scroll turbo Subaru fitted to the FA20. We do feel a bit of a dip in the power though that will surely be tuned out once the aftermarket can produce flash tunes for this new ECU. Boost builds quickly and evenly. It is very fun.

The standard length factory shifter is good, not S2K good, but better than many other cars. The cable actuation is slightly odd and there is some slop thanks to rubber bushings on the actuator, the aftermarket will have a fix for that in no time. It's going to take a while to get used to using 6th gear in a WRX. The brake pedal is decently responsive but we didn't get on the binders hard enough to really feel them out. Pedal placement is decent though the short gas pedal and its proximity to the center tunnel will force many drivers to retrain themselves to get proper heel-toe foot placement.

Dash layout is weird, but will likely grow on us. The carbon fiber dash accents are standard and look decent and not as out of place as we expected. All of the plastic bits are very cheap feeling, disappointingly so. The window and mirror toggles and arm rest materials are really quite bad. The side mirror placement is by far our favorite thing about the ergonomics and styling. It really makes an amazing difference in how open the cabin feels and how much smaller the A-pillar blind spot is.

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First Modifications

Our biggest styling complaint about the 2015 WRX were the ugly 17x8 +55 wheels, though the 235/45-17 Dunlop Sport Maxx RT tires are a very nice performance tire. One of the nice new features of the 2015 WRX is that Subaru finally got smart and outfitted the WRX with the same 5x114.3 bolt pattern hubs as the 05+ STI. Armed with this info we picked out a nice looking 6-spoke 17x9 +45 Enkei T6S in matte black and had 245/45-17 Continental Extreme Contact DW tires mounted to them. Despite the massive wheel gap created by the stock ride height we were much happier with the overall look the new wheels provided. This combination of wheel and tire will serve as our "touring" package and will likely only be on the car for long drives.

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Description Part # MSRP Price Inventory  
Enkei T6S 17x9 45mm Offset 5x114.3 Matte Black Wheel 485-790-6545BK $280.00 $238.00 3 available
First Shakedown

We took delivery of JSCRedWRX on Thursday. Nine miles on the clock. Justin here had already agreed to instruct for New Jersey Motorsports Park's On-Track Experience on the upcoming Sunday, so we needed to rack up some break-in miles in a hurry if we wanted him to turn any laps with the new WRX on NJMP's Lightning circuit. A trip to Allentown to meet with Raceseng so they could get some dimensions for making new pulleys gave us bit over a 100. A couple 80 mile round trips to Philly helped too. By Saturday night we were sitting at 409 miles and an 80 mile drive to the track.

Adding a little extra back road detour put us at 497 miles as the car sat ready to go out for the first session of the day. Justin intentionally went out last in his group and took it very easy. Barely using the brakes, just lifting early and rolling through corners; just feeling out the stock suspension, chassis, and tires. After four or five laps of laps in the 1:32-34 and progressively using more brake and throttle he noticed the brakes were not as responsive and he ended the session a little early. An hour later he took the car out for its second session.

A little more aggressive pace, though still not giving more than 60%, and we saw times in the 1:28s. Again, the brakes were the weakest point and started to fade after five or six laps. We skipped the third session to help another driver on track then went out for a few more laps in the last instructor group. The brakes came back enough for us to turn another handful of mid-1:3Xs in that last session. Total track miles: 55.

We never wound the motor out past 5500 rpm and probably only saw 110mph at the end of the front straight. Despite the mellow pace, oil temps climbed to 230dF during every session. We are pretty sure on a hotter day (it was 75dF ambient) those temps would be higher, especially if we had been really flogging the motor and turbo. Besides the oil cooling the biggest weakness are the brakes. Better pads and fluids will certainly help, so check back for us to confirm pad size and shapes and the install in a few days. Our next on-track event is scheduled for mid May by which time we will have had a couple autocrosses, including Boxerfest on May 3, and will have been able to get some suspension and exhaust sorted on the car. With any luck it'll have a tune too (not holding our breath on the tune).

For a stock car, the suspension is very well sorted. A little bit of body roll, a little soft, but overall, a really nice job by Subaru. The seats are adequate for what they are, though the seating position is a little high for us; we can fix that eventually. The shifter needs some help for track use, it's just a little to sloppy; Perrin has a solution for that which will be available shortly.

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Perrin Quad Tipped Catback Exhaust

The base WRX sounded very good with the factory equipped exhaust system. Subaru left out the mid-pipe resonator (there is a resonator in the downpipe just before it meets the mid-pipe) so volume was decent--just enough dBs to let you know it was there but not enough to wake the neighbors, until you started driving, then: Total silence. Wind noise and sound deadening made it impossible to hear what the engine was doing. No intake noise. No exhaust note. If you have the windows up or the radio on exhaust noise was imperceptible. On the race track not being able to hear the exhaust was odd and made driving a little trickier. We really had to monitor the tach to see where we where rather than relying on our ears to determine shifting points. We are sure it didn't help that we were very new to the car and still learning its language.

Fortunately, the fine folks over at Perrin Performance have had their own 2015 WRX and STI for a little longer than us and in that time they figured out that their 08-14 STI Sedan Quad-Tipped Catback would fit new, longer wheelbase 2015 WRX. We had some of these in stock so we grabbed one of them and five of the Cobb Tuning Urethane Exhaust Hangers and headed over to our friends at Mike Tillson Motorcars to do this install.

The stock components are well made and really light weight, coming in at 38lbs for the 2.5" mid-pipe and two mufflers (1.75" inlets from mid-pipe). The mid-pipe hanger has moved ever so slightly from previous gen cars, but there are still five of them. Undo the six bolts and the five hangers and the OE CBE is off. Super easy. The Perrin Brushed Steel, Quad Tipped Catback, PSP-EXT-347BR, is very robust. Install is easy and the same as on the 08-14 cars, except getting the alignment right is a little trickier thanks to that one relocated hanger. Because the Perrin is 50lbs we opted to swap out the OEM rubber hangers with the Cobb 511312 Urethane Hangers. The Cobb hangers are firmer so the added weight won't induce premature sagging and they keep the exhaust from swinging around more than wanted. Below are pictures of the various exhaust components on a scale (missing is the OEM mid-pipe because we had to weigh it while holding the pipe then subtract our weight, the OEM mid pipe is right at 12lbs).

The Perrin CBE works on the 15 WRX and STI because of the three slip joints and the shape of the y-pipe. The slips allow for a decent range of adjustment and fine tuning so you can get the four tips centered in the openings. So, for install leave all of the slip joints and the one v-band loose. You need to remove the OE donut gasket from the downpipe to mid-pipe joint and replace it with a Perrin-supplied flat gasket. You can snug this junction up completely since there is no adjustment gained by leaving it loose. The second half of the mid-pipe attaches using a slip joint--make sure you put the clamp on before slipping the mid-pipes together and you consider the angle and direction you put it on with; this one comes really close to the driveshaft so if you do it wrong you will have a bad time. There is a hanger at the back end of the mid-pipe near the v-band, attach the hanger to the car then to the pipe.

After the two halves of the mid-pipe were up we moved on to the mufflers. There are two hangers per side and the one on the outside is a bit of a pain to reach, even on a lift. Again, we put the hangers on the car then hung the mufflers from them. Don't worry too much about where the tips hang yet. The Perrin y-pipe has a slip joint on either tail of the y—Perrin ships them all slipped together so you need to undo them and put the clamps on then slip them back together before putting the y-pipe in place between the mid-pipe and mufflers. Again, consider the angle and direction of the clamps before suring them up later on--don't bother tightening them yet. With the slip clamps in around the joints put the y in place. We snugged up the v-band first leaving it loose enough that we could rotate as needed the put the 2"gaskets in place between the y and mufflers. Tighten the four bolts (two per side). Now comes the tedious part of aligning and tightening.

We worked positioned the tips where we wanted them--centered in the openings and sticking out just slightly--then tightened the slip clamps around the y tails, then v-band , leaving the mid-pipe slip for last. It took a few times to get this right. Most difficult was getting the right side muffler in the right place as it wanted to hit the car at the forward edge. Took a bit of manipulating of the slips but it came out really nice.

You can see a complete gallery of imaged of the OEM exhaust removal and Perrin exhaust install on our Facebook pagehere.

After about 200ish miles on the Perrin CBE and we can say the tone and volume is really pleasant. It is not loud. It does not sound like the old, thumpy, unequal length header boxer rumble. Perrin's has a resonator in the mid-pipe, but they are working on a version with no resonator to help create a little more volume. There is no highway drone. No rasp. Even with the factory elh there is enough rumble to let you know there's a boxer under the hood.

We took five minutes and swapped the OEM intake filter for the Perrin filter while we were finishing up the exhaust instal. No significantly noticeable performance gains from the intake and exhaust. But, the sounds are so much better. We will be going to a dyno to get some numbers (we'll swap exhaust and intake back to stock for a baseline).

Video produced by Mike Spock Media Also on Facebook.

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Description Part # MSRP Price Inventory  
Quad Tip Catback - Brushed Steel PSP-EXT-347BR $1,288.71 $1,161.00 11 available
Cobb 12mm Hanger 511312 $12.00 $12.00 12 available
Cusco Zero-A Coilovers

Subaru did a very good job with the 2015 WRX's suspension. Ride quality is excellent on the highway. Firm enough to feel sporty, but not rattle your kidneys stiff. They have beafier anti-sway/roll bars, stiffer springs, and better valving in the dampers, all in an effort to make the most of the improved chassis. And, while this is an all new chassis, most of the suspension components are from other platform's parts bins. We quickly found out that coilovers from the 08-14 STI would pretty much just bolt on to the 2015 WRX, with only one very minor modification required. We plan to try out a few different coilovers to see which we prefer, but we got started with the Cusco Zero-A coilovers.

The Cusco 692 60N CP Zero-As are intended for the 08-14 STI and come outfitted with adjustable front and fixed rear pillowballs and have 7kg/6kg (392lb/336lb) springs. These aren't a huge amount stiffer than the stock rates. They aren't crazy, race car stiff, so they will make a decent street-car-that-goes-to-the-track suspension. The front adjustable pillowballs mean you can easily adjust the front camber and should be able to get -2.5-3.0deg depending on ride height.

The Cusco dampers are a claimed 40-way adjustable, though that is single adjustable and anyone that knows anything about single adjustable dampers will tell you that you will never notice a difference from one click to the next on something that adjustable. You may feel a difference from one extreme to the other, and maybe from one end to the middle, but only if you are very in tune with your car.

Install on this car is very straight forward and the same as on the 08-14 cars so we aren't going to go into the step by step. There is a minor modification needed in regards to how the ABS sensor attaches to the front struts. On the 08-14 cars there was an ABS sensor wire guide that screwed into the strut, and all 08-14 coilovers have a place for that guide to screw in to. On the 15 WRX Subaru changed from a screw to a plastic clip.

Most coilover manufacturers will undoubtedly come out with new part numbers that have the clip in bracket for 2015+ cars, but you can make the 08-14 components work by removing the clip and using a zip tie to hold the sensor wire in place. Race car engineering at it's finest.

One last word of warning: The rear suspension components are covered in sealant. It is a black, sticky, tar. Wear disposable rubber gloves when working on the car. Have a rag to wipe off your tools.

Once you are all set on your ride height make sure you go get an alignment. Your camber and toe will be wonky. While -2.0 to -3.0 degrees of camber won't hurt good performance tires, any significant amount of toe will. Bad toe settings also make for a darty, twitchy, and, in some cases, unpredictable car.

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Description Part # MSRP Price Inventory  
ZERO-A Coilovers w/ Pillowball Mounts 692 60N CP $2,613.60 $2,376.00 Ships from factory in 3+ weeks
Easy Brake Upgrades

When we first got the 2015 WRX we found a decent sized parking lot and did a few 45-0 stops to see how/when ABS kicks in and to get a decent idea of pedal feel and overall braking force. Everything seemed adequate for commuting and even a little spirited driving. Then we got to NJMP to drive their Lightning circuit and after a few mellow (ok, mellowish) laps we discovered just how bad the stock brakes were.

Pedal feel was a little mushy right from the get go. A few 90-45 braking zones later and the mushiness was not very confidence inspiring. After just 5 laps we parked the car due to loss of stopping power. This loss of brakes was largely due to the pad compound not having a lot of bite which meant we needed to get on the brakes early. Extending the braking zones meant that more heat was generated and the DOT 3 brake fluid boiled.

We knew the rear pads were the same as the 08-14 WRX but the front was still a mystery. We knew they weren't the same as the STI (no Brembos). Was it BRZ/FRS? Older WRX? Older Legacy? We gathered up pads for each of these possible cars and pulled a caliper off the car. It was very apparent that the Legacy, FMSI 10780 shape, was the right pad. Mystery solved. We picked up a set of StopTech Performance pads for the front and rear, got a set of Goodridge stainless steel lines for an 08-14 STI, and a couple pints of StopTech Racing STR-600 Dot 4 brake fluid, and set about making the brakes better on our WRX.

There isn't too much special about how the brake calipers on the new WRX work. Use a 14mm combination wrench to loosen the upper caliper bolt up front, then remove the lower bolt and flip the caliper up to reveal the pads. The OEM pads have two shims on them, the StopTech Performance pads had only one, so we swapped the OEM shims to the StopTechs, slid the pads into the carrier, used our trusty piston compressor to sneak the brake piston back into place, swung the caliper down over the new pads and buttoned everything back up. The same process is used on the rear.

We then set to replace the rubber brake lines with stainless ones. We know that the effects of stainless lines are pretty much imperceptible. They rarely have much impact on pedal feel or braking distance, but wanted to do anything we could to try and improve both of these characteristics. With the new stainless lines in place we then went about bleeding the brakes and flushing out the old OE fluid while replacing it with the new higher temp, StopTech Racing Brake Fluid. With all the fluids flushed and bolts torqued back to spec we cleaned up for the day. Total time to swap pads and lines: 1.5 hours.

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Description Part # MSRP Price Inventory  
StopTech Performance - Front - D1078 309.10780 $86.72 $68.51 12 available
StopTech Performance - Rear - D1114 309.11140 $56.41 $44.56 12 available
Goodridge Brake Lines 24219 $193.20 $126.58 10 available
STR-600 Brake Fluid - 500mL 501.00001 $18.69 $16.82 12 available
Boxerfest Prep and Autocross

After putting the Cusco Zero-A Coilovers on the car we got a minimal amount of rubbing on the rear tires. This only happened under significant compression but was enough for us to be worried how bad it could get once we really flog the car at the Boxerfest autocross and eventually on the racetrack. So we reached out to the fine folks at Area1320 up in Allentown. Ryan there has been rolling fenders for longer than some of you have been breathing.

It was very last minute we made arrangements the morning of as we were already going to Allentown that afternoon visiting Raceseng (that's another story, for another time) but Ryan squeezed us in. We think he just wanted to get his hands on the 2015 himself, and that's fine with us.

Above photos courtesy of Zachary Emerick Photography. Also on Facebook.

With the fenders lightly rolled we got packed up and headed down to DC for Boxerfest 2014. Justin arrived early on Saturday morning to help with set up of the course. And got the chance to meet a lot of great people who hadn't ever seen a 2015 WRX in the wild, let alone a slightly modified one. The response has been great so far. Most people comment that it looks better in person than they thought it did in pictures, and we feel the same way.

There were about 45 participants in the first Boxerfest autocross and most of them were either complete novices or national level drivers in fully prepped cars. Some of the machinery was really well sorted and the drivers very fast. Our in between level of prep put the #jscsredwrx at a significant disadvantage. We have 265 wide tires which bumps us into a Street Prepared class (ESP), if we had 245s we would've run in Street Touring (STX), but we knew that going in.

One thing Justin learned about the 2015 WRX on during the autocross was that pushing the traction control button once only deactivates the Torque Vectoring System but does not defeat traction control. It wasn't until after the event that he discovered that holding the button for a few seconds completely disables the traction control. The TCS came on a few times during the autocross runs and caused power to be cut at crucial times. Not sure how much time this cost him in the long run, but it certainly didn't help. Lesson learned.

Overall the car handled very well. A bit of understeer at turn in and still not enough bite from the brakes are the biggest issues. A bit more roll stiffness at both ends of the car will help with the initial understeer and help the back end rotate a little more freely after apex. A more aggressive brake pad will get tested for the next Philly SCCA autocross at Warminster Park on May 17th.

Video produced by Mike Spock Media. Also on Facebook.

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Baseline Dyno and Top Secret Testing

A couple of weeks ago we got a call from Mishimoto asking if they could borrow the #jscredwrx for a day. We were a little surprised since we knew Mishi had gotten a 2015 WRX CVT a couple of weeks before we got our 6MT. Turns out Mishimoto had a couple of new products they were prototyping but were having problems getting consistent* readings on their dyno (yes, Mishimoto has a Dyno Jet dyno in their product development and research facility; they test all of their products with it). We wanted to get some baseline numbers anyway so it was a win-win.

We had to have the #jscredwrx at Mishimoto's headquarters in New Castle, DE at 9:30am on Friday, May 16 in stock trim. The Perrin Quad-Tipped CBE had to come off and the OE exhaust had to go back on. Not a big deal; an hour under the lift on Wednesday night and the swap was done.

On Friday morning Justin headed out at 7:30am on what Waze said would be a 75 minute drive; this would allow enough time to get gas and coffee. Of course there was torrential amounts of rain that morning and flooding on many major roadways, which meant people drove like idiots...correction, like bigger idiots. Total drive time ended up being just over 120 minutes.

Matt from Mishimoto's design department met Justin and gave him the grand tour while other members of the development team got the #jscredwrx into the shop, dried off (free car wash!), and strapped to their dyno. The Mishimoto facility is an awesome space. Very clean, open, and designed to inspire their employees to be their best, and it shows in how their products.

The design staff take their product development very seriously and showed us several new products including a [redacted] and a [redacted] that are definitely going to be winners when they hit the market in a few weeks. They also had a newly redesigned E46 M3 radiator that is vastly improved over the previous version. The testing they did for this product is well documented on an M3Forums.net thread.

Once the #jscredwrx was strapped down they got everything calibrated and made four or five pulls with the car in stock trim to get a good baseline. While the graph is bumpy as hell (all Subaru's are, for whatever reason) it is pretty impressive for a bone stock, 2.0L turbo motor. Peak torque is right around 3500 RPM and peak horsepower at 5700 RPM. You can see that it runs out of breathe pretty quickly once over 6000 RPM.

As soon as we they had a good baseline the Mishimoto engineers started taking the front end of the #jscredwrx apart so they could test fit their top secret intake design. It's no secret we were testing intake parts for them, but the part themselves are secret. Look at how the picture Justin took of the top secret parts came out!

Because Mishimoto wants their final version to be safe to run with no tuning required many more pulls were done on the dyno that day. Lots of dead dinosaurs were turned into CO2 (the car averaged 7.5mpg while in Mishimoto's hands). Initial pulls resulted in gobs more hp and tq, but AFRs were not as safe as Mishimoto wanted. So some changes were made and more pulls recorded. More changes. More pulls. The finalized Mishimoto prototype intake made very impressive numbers, well into the double digit gains and AFRs look very safe.

We can't publish what the numbers were, but they were good. Mishimoto is getting a pre-production version made which will get more testing on the dyno and on the street. Revisions will be made if needed and then their new intake will go into production. We hope they have a product to market sooner, rather than later, because, well, power is good, more power is better.

*Mishimoto purchased a 2015 WRX with the CVT because they knew it would be a popular seller (we are surprised by the number of CVTs that people are getting) and they wanted to be able to develop parts for it. JSC Speed had just found out last week that the CVT has some failsafes built in that cause the ECU to pull timing and limit boost when the transmission hit 270dF. We are pretty sure that was what was happening to Mishimoto's WRX causing the erratic dyno results. Mishimoto is developing a transmission oil cooler for the CVT.

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Oil Analysis

We've had the #jscredwrx for six weeks now and have logged 3,748 miles, including two autocrosses, one track day, and one day on the dyno. We've changed the oil twice now, the first change was done at 1,550 miles and the second at 3,219. Both times we've used the genuine Red Line 5W30 synthetic motor oil.

We sent a sample from our second change to Blackstone Labs so they could test the oil and see if there was anything we should worry about. Here is what they had to say:
"This looks like only the second oil change for so for this Subaru, and that would explain silicon. Lots of silicon is normal for new engines, thanks to residual sealer material washing out of the system. Typically metals are pretty high as well when an engine is really young, but they look all right here already. Silicon will decrease over time, eventually settling around universal averages (which show typical results for this engine type after ~7,000 miles of oil use). The viscosity looked good, and oil filtration seems effective(see insolubles). Look for improvements in the next sample."

Here is the full report from Blackstone:

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Description Part # MSRP Price Inventory  
5W30 Quart 15304 $12.55 $11.95 12 available
OEM FA20DIT Oil Filter 15208AA170 $8.38 $6.98 3 available
Shifter Bushing

Early on in Perrin Performance identified the 2015 WRX's new cable actuated shifter's rubber bushings as easy to fix weak points in an otherwise improved gear change apparatus. Perrin's solution was to replace one of the bushings with a brass bushing. While they could do both of them, the process to get to the other bushing is beyond most people's ability or tolerance level...it's way back there and not something you want to mess with without dropping the transmission.

We got our hands on the new bushing as soon as we could and swapped it out. Because Perrin's instructions are very easy to follow we aren't going to go over the step by step. We will just give you our opinion on the end result. While we never had any problems rowing the new manual transmission through it's six ratios, we did notice the slop and wobble in the shifter lever. With the new brass bushing in place gear changes are stellar. You can make changes more quickly and with more confidence. In short, the Perrin PSP-INR-016 Shifter Bushing is the best $22.50 you can spend on the 2015 WRX. Buy one now. Do not hesitate. Why are you still reading this? Add it to your cart.
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Description Part # MSRP Price Inventory  
Perrin Shifter Bushing PSP-INR-016 $24.98 $22.50 12 available
Shift Knob

The OEM shift knob is nice. No doubt about it. Feels good in your hand and has a decent weight. The Perrin PSP-INR-102SS is better. Heavier. Smoother. Longer.

The Perrin knob tips the scales at 1.2lbs and is 1.85" in diameter. The [faux] leather wrapped OEM knob is actually slightly larger in diameter at 1.875" but weighs in at a lighter .8lbs. The added weight of the Perrin helps move the lever into the next gear. With the Perrin knob you can also adjust the height of the knob so it is more comfortable for you to use.

Want to lower it for a pseudo-short shifter? You can do that. Like it higher up so it's a shorter reach from the wheel? Yup. That can be done. We set it on the higher end and likely would have gone higher still except for a couple of things: The increased height makes it tricky to engage the reverse lock out and the shift boot is too short, leaving the shaft exposed.

Whatever your desired postion, the Perrin knob is a nice little touch to the 2015 WRX's interior.

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Front Brake Caliper Upgrade

When we first got our 2015 WRX we took it to the track to identify areas that needed to be improved. The biggest problem we had with the equipment Subaru outfitted the new car with was the brakes. On the street stock 2-piston fronts and 1-piston rears were perfectly adequate; they could stop the car quickly and safely. But on the track the factory binders couldn't keep up with the rigorous demands of repeated high load braking.

We talked about our first steps of replacing the pads, fluid, and lines in an earlier post. This made a noticeable improvement in braking performance, but was still not enough bite or heat dissipation for track use. We turned to our friends at Essex Parts Service who are our AP Racing and Ferodo supplier to see if they had gotten their hands on a 2015 WRX yet to get a kit developed. We volunteered to drive down to NC so they could use ours, but they had beat us to the punch by picking up one themselves. A couple of days later we got word that their Essex Competition Brake System for the 04-14 STI kit would bolt on to the front as long as we had larger than stock wheels, which we do.

A day later a bunch of AP Racing boxes arrived at our door. The Essex Competition Brake System includes a pair of AP Racing CP3850 4-piston forged calipers, AP Racing CP3908 325mmx32mm 2-piece heavy duty rotors, mounting brackets, stainless steel lines, and amazingly detailed instructions. We opted to get two sets of Ferodo pads to match the new binders: DS2500 for street and autocross and DS1.1 for track use.

Installation of the new gear took less than an hour, thanks to the excellent instructions Essex includes. Everything is detailed and all of the parts fit perfectly. We had problems bleeding the new caliper, but that was user error and no fault of AP Racing or Essex. Once we got smart enough to figure out how to properly bleed these beauties, we were rewarded with a rock hard brake pedal, amazing improvement in stopping ability, and world class on-track durability. Not only were we getting a larger swept area for pad contact and more heat sink from the larger rotors, but the new, bigger rig is 12lbs per corner lighter than Subaru's OEM caliper and rotor. 24 pounds off the front axle is nothing to sneeze at.

Our first test of the Essex Competition Brake system was at the Ultimate Street Car Association's Shootout at Road America. We would be using the short course (the old Skip Barber course that cuts out T14-T4). For the time attack portion and the go-kart track for the autocross. We knew going into Road America's Canada Corner lap after lap at speed would require a stout brake kit.

The AP Racing calipers and rotors worked wonderfully with the Ferodo DS2500s (we opted for the less aggressive pad due to the event’s format, knowing we wouldn't get full bite from the DS1.1s in the autocross portion of the day). We did experience some fade in our third session of the day, likely the result of using the wrong compound for the job, but a brief rest and a quick bleed and refresh of fluid brought the pedal back to life (again, this is due to user error, not any fault of the Essex kit). The #jscredwrx brought home third place in the AWD class behind two well prepped and well driven GTRs. Without the confidence we had from the AP Racing gear, we would not have done so well.

We followed the Road America event up with a quick day trip to our home track, New Jersey Motorsports Park, for their On-track Experience day on the Thunderbolt Circuit where Justin@JSC was instructing. For this event we took the ten minutes to swap the DS2500s out and dropped in the DS1.1s. Once these got bedded in (about one lap) we were absolutely amazed at the amount of bite these pads had. Breathtaking (quite literally for one passenger) stopping ability. We spent all day pounding on the DS1.1s and they never once displayed any sign of fade or degradation of bite. The AP Racing calipers with the Ferodo DS1.1 are definitely a track dedicated set up, one we are glad to have on our car. When the day was over we took another ten minutes to swap back to the DS2500s for the drive home and the regular commute our WRX sees.

As you can tell by the pictures, the DS2500 create a good deal of brake dust. If you are a clean wheel connoisseur, these are not the pads you are looking for. We got less dust from the DS1.1s, but they are not great at cold stops and squeal like banshees when they are not hot, so they are not at all appropriate for street use. Fortunately, the AP CP3850 calipers use a very common pad shape so there are myriad compounds to choose from and the pad swap is super easy so changing the pads at your event is a no brainer.

We know Essex is working on a rear upgrade kit for the car and hope they can make that happen soon.

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Description Part # MSRP Price Inventory  
AP Racing 4-Pot Brake Kit - Front Only 13.01.10000 $2,599.00 $2,599.00 Ships from factory in 3+ weeks
Ferodo DS2500 AP Racing CP8350 Caliper FRP3116H $155.15 $124.12 Usually ships in 2-3 weeks
Ferodo DS1.11 AP Racing CP8350 Caliper FRP3116W $232.55 $186.04 Usually ships in 2-3 weeks
Mishimoto Oil Cooler

In our First Shakedown post, we commented on the very high seeming oil temperatures we were getting. We were troubled by the 230dF oil temps because the ambient temps were in the low 70dF area and we were barely using the car; keeping it under 5000 rpms and not using much boost. We mentioned this to our friends at Mishimoto and told them we really wanted an oil cooler so our temps wouldn't kill our oil or the turbo and motor when on track.

A few weeks ago, just before our trip out to Road America, Mishimoto came through and got us their .75qt, 19-row, direct fit oil cooler, part number MMOC-WRX-15. Because we got a pre-production kit we did not get any instructions, but even without them it was really easy to figure out how to best install the cooler. The worst part of the MMOC install is that you have to remove the front bumper, but even that’s not bad since its a few screws and plastic push pins. Of course this is a pain if you forget to reinstall the foam bumper support and have to remove the bumper an extra time. But you won't do that because we just told you not to.

The Mishimoto sandwich adapter sits perfectly on top of the OEM oil cooler and allows you to continue to use the Subaru 15208AA170 oil filter without having to modify the hood or anything else. With the plate in place and the factory oil filter back on top we moved on to the cooler itself.
We figured it would be easiest attach the mounting brackets to the MMOC first. Then we filled the cooler with about .75qt of oil (we used the same Red Line 5w-30 oil we had already been running) and then attached the two stainless steel braided 10AN lines to the cooler. With the lines attached we could move the cooler around pretty easily without dumping oil all over the garage.

The brackets that come with the MMOC-WRX-15 are purpose built to fit the Mishi 19-row cooler to the 2015 WRX. That means the holes in the brackets line up perfectly with holes and hardware already in place. No drilling or extra bolts needed. Once we had the OC in place we fished the lines across the front of the car, making sure the bumper wouldn't interfere once replaced. The lines feed across the car to the driver's side and go between the windshield washer reservoir and front bumper support.

We did encounter one spot where the lines were hanging a bit free and looked like they may rub on a factory screw. We remedied this by hanging the top line from line clamp on a bumper beam bolt then zip tying the other line to that one. Mishimoto said this happened to us because we didn't route the lines the same way they did or the way the instructions say to--as we already said, we did not get instructions so you should not have this issue.

Now that the lines are up into the engine compartment we carefully poured more oil into each to reduce the amount of air in the system. All told we added just about 1.1qts more to fill the cooler and the two lines. Finally we attached the lines to the sandwich plate. We were kind of bummed we couldn't get the "M" logo on the AN fittings to line up the right way, but oh, well.

We fired up the #jscredwrx to see if there were any leaks. And, of course there weren't. We never doubted it. After letting it run for a few moments we shut it down and let it sit. Then went back a few minutes later to check the oil level and we were pretty much spot-on on the dipstick. Driving through Philadelphia on that 80dF evening our oil temps peaked at 178dF, where they had been topping out at 200-205dF in the same conditions before the MMOC.

The first real test of the MMOC-WRX-15 was our Ultimate Street Car Association event at Road America. On the day of the track and autocross events the ambient temperature started at 70dF but climbed to nearly 90dF later in the afternoon. In our first on-track session we never saw oil temps above 205dF, a marked improvement from the 230dF we saw the last time the car was on track. As the sun baked Elkhart Lake, WI, and the ambient temp climbed, so did our pace on track. We were pushing the car harder and harder to try and turn the best laps we could. The oil temps never exceeded 218dF. Not a single drop of oil was lost. We were very impressed that none was burned and none was blown through anywhere.

Do you need an oil cooler for a street driven 2015 WRX? Maybe not. But if you live in a hotter climate or sit in traffic a lot, keeping the oil temps between 180 and 220dF will certainly help your FA20DIT live a long and productive life. If you plan to track your new WRX, an oil cooler is a must. No doubt about it.
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Description Part # MSRP Price Inventory  
WRX Oil Cooler Kit - Silver MMOC-WRX-15 $679.98 $510.00 3 available
WRX Oil Cooler Kit - Black MMOC-WRX-15BK $679.98 $510.00 1 available
WRX Oil Cooler Kit - Silver - Thermostatic MMOC-WRX-15T $793.31 $595.00 1 available
WRX Oil Cooler Kit - Black - Thermostatic MMOC-WRX-15TBK $793.31 $595.00 1 available
ISC Coilovers

We've had our 2015 WRX for exactly five months now and are nearing 15,000 miles on the odometer. We've been testing and adjusting a lot of different things with suspension and are way behind in making updates for this blog, so we will add a bit of info with a few posts really quickly--though not without valuable content.

When we first got the car in April we already knew that some of the running gear from the 08-14 WRX and STI plus some from the newer Legacy GT and from the BRZ would fit on our #jscredwrx. We got in touch with some of our favorite manufacturers and picked up all sorts of components. Early on we fitted the Cusco Zero-A coilovers from the 08-14 STI. We ran those for a month or two (shy of 3000 miles) then pulled them off to do some research and development for ISC Suspension. The folks at ISC sent us a set of their 08-14 STI coilovers. Everyone knows ISC is a sub-$1000 coilover that are popular with the stance crowd so it may come as a shock that we opted to work with them as we are developing our car for track and street use. The ISC 08-14 STI set up fit right up and gave us a decent amount of adjustment, but we soon discovered an issue: The rear shocks were too short and the 6kg springs in the rear were too soft for the 15 WRX. Now, we were able to use the kit on the street just fine, but the ride height in the rear was a little lower than we wanted for track duty and there wasn't as much camber adjustemnt up front as we had with the Cuscos.

We knew the rears were a bit short and low, but we hit the track to confirm what we already expected. Between the soft rear springs, limited droop travel in the short shock body, and super stiff chassis of the 2015 WRX the rear would pick up an inside wheel in anything more than a lazy corner. This made trail braking into corners interesting and mid coner handling dicey. A longer rear shock body with more droop and a set of stiffer springs for the rear were shipped out from ISC so we could get the handling where we wanted it.
With the improved travel and stiffer springs we stopped picking up wheels on corners as much--it still happens in really tight stuff, but not as bad as before. ISC Suspension's final product for the 2015 WRX is based on the information we gave them, with the longer rear bodies and our specified spring rates: 8k front and rear. The 2015 WRX had pretty stiff springs on it from the factory (near enough to 6k front and rear) so the 20% stiffer springs from ISC isn't a big difference. Ride quality is very good. Overall, we like the ISC coilovers. For under $1000 they are an excellent option for someone who will do a lot of street driving and a track day now and again.

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Description Part # MSRP Price Inventory  
2015 WRX/STI N1 Coilovers S020-S $1,082.02 $983.65 Usually ships in 2-3 weeks
Rear Sway Bar

The 2015 WRX sports a 24mm front and a 20mm rear sway bar direct from Subaru. These are big bars, but they have to be with a chassis this stiff. Most people will be fine running the stock bars on this car; it is extremely flat and compliant in most driving situations. Since our 2015 WRX gets flogged around the track a good bit we wanted to further reduce roll. While the front bar on the new chassis is unlike any previous application the rear is the same shape as the outgoing STI, so we picked up a Perrin PSP SUS-232 22mm Rear Sway Bar and a set of Perrin XD Rear End Links.

Perrin's XD endlinks are some of the beefiest spherical endlinks on the market and while a little overkill for most street driven cars, the amount of track time our car will see will need the extra stoutness. That heft comes at a price. They are expensive and they can be noisy. We've had them on the car for a few months now and can hear them rattle a bit. No big deal, just something to be aware of. The Perrin 22mm sway bar has three adjustments. We started out full stiff (similar spring rate to what a 23mm bar would have) and realized this was too much. Wheels were lifting (even with the long droop ISCs)so we we went full soft (21mm spring rate) and the the car is much better behaved. We still are having trouble with off apex understeer but turn in and steady state is nice and neutral. We have a fix for that off corner push in a post that is coming soon--though it's not for the faint of heart or something most street driven cars will need.
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Description Part # MSRP Price Inventory  
22mm Rear Sway Bar PSP-SUS-232 $242.76 $218.70 8 available
XD Rear End Links PSP-SUS-236 $521.48 $469.80 Usually ships in 7-10 days
GTSPEC Arms, Links, and Supports

The installation of coilovers, our big wheels and tires, and the alignment specs we wanted meant that we were going to need more adjustability in the rear suspension than what Subaru allowed for on the 2015 WRX. Again, because the rear of this new platform was shared with the outgoing STI, many components already existed. GTSPEC was our manufacturer of choice for the parts we wanted because we knew they had a long standing reputation for quality parts and had a complete line up of rear end suspension braces and alignment components include toe links, control arms, sway bar support braces, and sub-frame reinforcements.

When you lower a car like the WRX or STI you change the geometry of the suspension, usually more than the factory components can adjust for. So you end up with a car that is so far out of alignment spec that it, at best, has terrible handling, or at worst, is completely undriveable. The GTSPEC GTS-SUS-1473 Adjustable Rear Control Arms allow for a tremendous amount of camber adjustment. GTSPEC GTS-SUS-1407 Adjustable Rear Lateral Links provide copious amounts of toe adjustment. And the GTSPEC GTS-SUS-1465 Rear Trailing Arms are a sturdier than stock trailing arm for added confidence during heaving braking. Using all of these parts allowed us to get the wheel re-centered in the opening and dial in camber and toe to what we want. They also make readjusting these specs super easy. Our alignment shop of choice was thrilled to have so much range so readily available. Our initial alignment put us at -2.6d camber in the rear and we zeroed the toe. After several hundred miles we moved the camber to -2.3d and kept toe at zero.

It's been known that Subaru uses what some refer to as weak sway bar mounts. This weakness is magnified when a beefier sway bar is used. For the 2015 Subaru went to great lenghts to make sure all of the chassis and suspension parts are more robust, but we weren't taking any chances, especially when adding some more structure is as easy as adding the GTSPEC GTS-SUS-1464 Rear Sway Bar Links and GTSPEC GTS-SUS-1468 Rear Subframe Reinforcement Panels. The GTS-SUS-1464 ties the sway bar mount to the inboard rear control arm mount adding torsional rigidity to the mount. The GTS-SUS-1468 replaces the stamped steel subframe tied down with CNC machined aluminum plates, for a little added security.

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Description Part # MSRP Price Inventory  
Rear Camber Arms (Pair) GTS-SUS-1473 $593.01 $539.10 Usually ships in 3-4 weeks
Rear Trailing Arms GTS-SUS-1465 $395.01 $359.10 2 available
Rear Toe Arms GTS-SUS-1407 $296.01 $269.10 Usually ships in 3-4 weeks
Rear Sway Bar Link Braces GTS-SUS-1464 $98.01 $89.10 Usually ships in 3-4 weeks
Rear Subframe Reinforcement Panels GTS-SUS-1468 $296.01 $269.10 2 available
Cusco Type-RS LSD

Even with the ISC Suspension coilovers, Perrin rear sway bar, and GTSPEC alignment components, the #jscredwrx still has that one handling trait that every WRX driver always complains about: Understeer. The WRX is a pushy car. We've gotten most of the initial, turn-in understeer resolved between the camber and braking and driver mods; most of the understeer these cars have is due to too much entry speed and inadequate tire grip--if you slow down just a little bit more the car turns in just fine. Really. But we were still battling apex-out understeer as the rear end isn't helped by the open rear differential that all WRXs have (the front is open too, btw).

With an open differential power is delivered to the wheel that has the least traction. So if a wheel is slipping, it get's more (all) of the power. Makes no sense to have that in a performance car. Now, remember when we said that we were picking up an inside wheel on corners? Yeah, so that wheel would get all the power, making the WRX a front wheel drive car for the moments that the inside wheel was airborne. Not only was this not helping us get off a corner quickly, but you could feel the wheel load up grab as it hit the pavement again. That shock couldn't be good for the diff, the transmission, or the axle....not to mention not good for lap times.

After a bit of research we figured out that the 2015 WRX had the same bell housing and same differential as the 08-14 WRX, and the R160 differentials would fit inside it. No modifications needed. Brilliant. A couple of phone calls to Cusco and Perrin were made to confirm a few details. Before long we had a Cusco Type-RS 1.5 Way Limited Slip Differential on the way. We also had Perrin unearth some of their super sexy PSP-SUS-515 R160 Differential Covers they had collecting dust on a shelf and send them our way.

When we got the Cusco LSD we took it apart to realign the clutch packs so we would get 50% lock up instead of the 100% it comes set at. If we were building a drift car, 100% is fine, but we don't need that much rotation, and we want to keep tire wear to a minimum. We also removed two of the 12 springs that set pre-load so we don't have that 75% lock up under light loads. The idea is to keep both wheels getting power and allow them to spin at the speed they need to make the corner--the inside tire slower than the outside. Too much lock up and the inside tire will not spin slowly enough.

Initially we were set to go and do this in our regular garage on a Saturday. Now mind you none of us are mechanics, but we are handy and we like to do as much to our own cars as we can. We are comfortable doing most mechanical type projects. Full motor swaps to cage builds and everything in between are project we've done ourselves. We leave tuning and alignments to trained professionals. So, we were planning to do this ourselves and make up a nice "how to" for all the DIYers we cater to. We did our homework researching the process. And that's when we realized we probably shouldn't do this ourselves, not for the first time, at least. And we can't really do a write up explaining the process, step-by-step, because, there are a lot of steps and a lot that could go wrong. We contacted Ryan at Area1320 to help us with this swap. Ryan is has a long history working on performance Subaru builds. We heartily endorse him for engine builds, diff swaps, clutch installs, and fabrication needs. Call him and mention JSC Speed sent you, that should get you a nice little discount. Also if you are having him do installs for you and you order the parts from us to ship to him directly, we will help you on pricing. Win, win.

As of today, 9/10/14, we've only had the Cusco LSD in for a couple of days and haven't had the chance to do any on-track testing, but we can definitely notice a difference even in daily usage when exiting corners and around clover leaf on ramps. Once we get more track testing in, which will be our next Ultimate Street Car Association competition at Pittsburgh International Race Complex October 4-5, we will post an update.

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Description Part # MSRP Price Inventory  
Type-RS - 1.5 Way (2 Way Requires Overhaul) LSD 183 L15 $1,386.00 $1,260.00 Ships from factory in 3+ weeks
OEM R160 Diff Cover Gasket 38353aa031 $15.60 $13.00 Usually ships in 7-10 days
OEM R160 Diff Bearing (2 Required) 806340080 $97.96 $81.63 Usually ships in 7-10 days
Perrin Shifter Stop

One of the first complaints most drivers have about the 2015 WRX is the sloppiness of the shifter. Perrin released their Shifter Bushing earlier this year, and that it remains one of the most common first mods for new WRX owners. While that helps with some slop, it doesn't make all of the shifting actions feel as solid as we'd all like. So Perrin came up with another product to help combat more of the shift lever slop. We've been using a silver prototype of this part since July. On September 22 Perrin released their anodized black production version.

Our initial impressions of this aluminum shifter bumper was positive. Much less slop. More precise feeling shifts. More confidence when rowing through the gears on the track and on the street. It is a great compliment to the PSP-INR-016 shifter bushing.

Install is a little tricky, and will likely take a few tries to get it adjusted and set properly. We first had it too far right and couldn't get in to 1 or 2. Then we moved it too far left and were overshooting the 1 and 2. Finally we got it set properly and have logged thousands of shifts over probably 8000 miles with not a hint of an issue.

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Description Part # MSRP Price Inventory  
Perrin Shifter Stop PSP-INR-018 $61.94 $55.80 12 available

Subaru put a lot of time and money into designing and engineering the components that make up the 2015 WRX, not doubt about it. After the designers and engineers did their thing, accountants come in and tell them they need to do it cheaper. Corners get cut. Sacrifices are made in the name of keeping both production costs and end user costs below certain thresholds.

Take the factory radiator and top mount intercoolers, for example. We all know they adequately perform the tasks they were intended to do. But they can't do it for long, especially when we, the wrenchers, tuners, and racers get our hands on the car. The cores being too small is one issue. The end tanks being plastic is another. We will cover the radiator in a later post, for now we are focusing on the top mount.

The thin core heat soaks rapidly when the car is not in motion. This is a pretty bad thing on a street car, especially if you drive stop light-to-stop light in hotter climates. Heat soak is really bad on an autocrosser or drag racer where you will sit idling in queue for 5-10 minutes then ask the little FA20DIT motor to give it's all right off the line. When that hot air goes into the combustion chamber the ECU detects it and pulls timing and limits boost. Not ideal. Of course once you are moving the WRX's hood scoop funnels air over the TMIC and brings the intake air temps back down to a more reasonable degree.

Plastic end tanks on the top mount are a weak point in cars that are running increased boost or are holding boost over broader rpm ranges. The plastic is prone to crack and cause boost leaks. Boost leaks will result in the ECU triggering limp mode, limiting power to basically none. It's not fun.

Some tuners who want max performance from a car that came with a factory equipped top mount will switch to a front mount intercooler. A FMIC is overkill for stock turbo cars and usually requires the removal of or modifications to the factory crash or bumper beam. If you drive your WRX on the street, you want to keep that bumper beam. If you drive your WRX on the track, you still probably want to keep that bumper beam. For that reason we don't usually suggest FMICs to daily driven cars, especially ones with stock turbos. Yes, there are aftermarket FMICs that include smaller bumper beams, but they aren't crash tested, interpret that how you want.

We got our hands on an AVO Turboworld Top Mount Intercooler later in the year when the ambient temps were already moderate, but we were still excited to see how off the line performance would be effected. The AVO TMIC has a 10.4"x10.3"x3.5" bar and plate core and has cast aluminum end tanks.


While the AVO TMIC is larger in every dimension compared to the factory 2015 WRX's, it is designed to bolt right into where the OEM Subaru unit is pulled from, though some trimming of the hood scoop shroud is required, or you could remove the shroud entirely, though we do not suggest that as the shroud definitely helps direct air through the scoop and by all the fins in the intercooler.


Since we had the factory core off, we took the time to also install the Perrin Pitch Stop Mount and the Perrin TMIC Coupler. More on these in later posts.

The install of the AVO TMIC was pretty straightforward. The one tip we can offer: Make sure you note the orientation of the factory TMIC to Throttle Body coupler before you remove it from the throttle body. It's clock specific and getting it right can take multiple ons and offs of the TMIC.

We've now had the AVO TMIC on the car for a couple of months and we were super glad we had it for our event at the Las Vegas Motor Speedway (LVMS) at the post-SEMA, Optima Batteries Ultimate Street Car Invitational (OUSCI). The air temps at LVMS were hot. Like 85dF plus. On the tarmac it was hotter. At this event we would sit in queue for 5-10 minutes idling for part of that time. As long as we were able to do the last 30-foot drive from staging to the start line and then start our pass within a minute, we had no power loss. That was not the case in similar conditions with the OEM TMIC. We think that is a good thing.

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Description Part # MSRP Price Inventory  
AVO Top Mount Intercooler S1B10M04A002T $750.00 $712.50 3 available
TMIC Coupler - Black PSP-ITR-321BK $69.93 $63.00 12 available
TMIC Coupler - Red PSP-ITR-321RD $69.93 $63.00 12 available
TMIC Coupler - Blue PSP-ITR-321BL $69.93 $63.00 12 available
Silver Mount PSP-DRV-100SL $116.88 $105.30 Usually ships in 7-10 days
Black Mount PSP-DRV-100BK $116.88 $105.30 Usually ships in 7-10 days
StopTech BBK

In 2014 we ran an AP Racing front BBK and got very good results, though we wanted a complete solution that included a front and rear caliper. For 2015 we got the ultimate track-worthy big brake kit: StopTech Trophy Sport Big Brakes.

The StopTech Trophy BBKs include forged, lightweight STR calipers, floating, slotted AeroRotors, stainless steel brake lines, and race engineered caliper brackets. Trophy Big Brake Kit components feature a MIL-spec hard-anodizing on the Trophy STR calipers and AeroHats to reduce color change or fading at extreme race temperatures (everyone knows that Brembos become "brownbos" after a day at the track).

We opted for the STR-40 calipers up front and STR-22 in the rear. The STR calipers are lightweight with the ST-40 being a four-piston unit and the ST-22 having two-pistons. Based on the highly praised StopTech ST-40 and ST-22 calipers, STR calipers feature the same metallurgy and design, but are engineered to provide up to a 20-percent reduction in weight without sacrificing stiffness or performance. The reduced weight means improved steering feel becuase of lower unsprung weight, and the stiffness translates into a firm, responsive brake pedal.

The StopTech Trophy BBK included 355x32mm front and 345x28mm rear two-piece AeroRotors. AeroRotors incorporate several design innovations to airflow through the rotor, because cooling and heat capacity are crucial to a brake rotor's ability to absorb and dissipate heat is essential to brake system performance. The uniquely designed vanes inside the AeroRotors optimize airflow through the disc. This improved directional design minimizes turbulence and flows more air than any other rotor tested. Better airflow means better cooling and less fade so you can brake harder, and later all day long.


Over the course of the 2015 track season, we logged almost 3,500 miles on track with our STR kit installed. We used one set of pads all season, never had a single hint of fade, and found some time at tracks we'd been to many times. The balance of the car was perfect and we were never let down by this kit. If you are planning to track your VA chassis Subaru, you really must pick up these kits.

The JSC Speed 2015 WRX out mixing it up in the advanced run group of the July 8, 2015 Sports Car Club of America Track Night in America on New Jersey Motorsports Park's Thunderbolt circuit. Spent the entire session in running with a new M4 and a 2015 Mustang GT. Good times had by all. Let us know how we can help you get your car on track. We can supply you with the parts you need, connect you with shops to install parts, and put you in touch with the right clubs to get you behind the wheel on a racetrack! Contact us at sales@jscspeed.com with any questions. ENKEI エンケイ StopTech Area1320 Moto-East#enkeiracing #stoptech #jscspeed #jscsafety #scca #tnia #njmp #subarunation #mototuned #beakerbuilt

Posted by JSC Speed on Thursday, July 9, 2015

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Description Part # MSRP Price Inventory  
STR-40 355x32mm Front Trohy Sport Kit 83.843.4700.R1 $3,645.00 $3,280.50 Ships from factory in 3+ weeks
STR-22 345x28mm Rear Trohy Sport Kit 83.843.002G.R1 $3,445.00 $3,100.50 Ships from factory in 3+ weeks
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1635 Bustleton Pike, Suite B, Feasterville, PA 19053
Tel: 215.489.2820
Mon-Fri 8am-6pm

©2017 JSC Speed Inc.
All Rights Reserved.

1635 Bustleton Pike,
Suite B
Feasterville, PA

Tel: 215.489.2820