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How Much Built?
Designed to conquer the immense challenge of Pike’s Peak.
Full Specification
| Engine: | Turn In Concepts 2.3l destroker closed-deck EJ257 |
| Transmission: | Modena Engineering 6-Speed (Short Ratio) |
| Horsepower: | 450whp @ 6,200rpm |
| Torque: | 450ft-lb @ 5,900rpm |
| Redline: | 8,200rpm |
| ECU: | Haltech Nexus R5 |
| Brakes: | Alcon by RCM |
| Weight: | 3,150 in race trim |
| Suspension: | Feal 442 2-way adjustable coilovers |
| Tires: | Hoosier R7 P275/35ZR18 / Yokohama A052 275/35/18 |
| Wheels: | WedsSport TC-105 18x10x114.3 et35 |
| Built for: | Pikes Peak Hill Climb Time Attack 1 |
| Extras: | Built to satisfy FIA regulations for safety and roll cage, Sparco QRT-R seat, Fuel Safe fuel cell, fire suppression, aero package by Verus, complete RCM dry sump oil system |
One goal with our Pikes Peak car was to see how competitive we could be in a race car using only off-the-shelf components. After years of running stock engine blocks, basic coilover suspension, and a simple STI 6-speed swap in our WRX, we finally moved on to competition and motorsports bred components. We haven’t fully deviated from our original concept, however, and you can take a look at our entire build in detail below, along with where to get everything yourself.
14,115 FT
America’s mountain poses very unique challenges for motorsports. High altitude causes issues with engine power, aerodynamics, and cooling. The nature of the course is such that you have to compromise on setup; if you focus on high speed corners, you will be slow in the W’s. If you focus on low speed grip, Devil’s Playground will expose your weakness.
10:46.133
Our goal now is to take the crown of fastest Subaru up the mountain. That honor currently belongs to Travis Pastrana, but we believe we have built a car to take that down.
Ingredients
• Engine
The heart of our build is a Turn In Concepts 2.3l destroker closed-deck EJ257 that they just released for the public to purchase. In our car we are using it to make over 450 whp and 450 torque as we aim to climb toward the peak in under 10 minutes.
• Drivetrain
The biggest change we’ve made to the drivetrain is our Modena sequential transmission. Minimizing downtime between shifts has the benefit of keeping the turbo spooled, and at the high altitude of Pike’s Peak where air is at a premium, every bit of boost is invaluable.
• Cooling
Through our experience on the mountain we have demonstrated the cooling system on a Subaru is adequate for the demands of the peak. All of the coolant hoses on our car are OEM, with only an upgraded radiator and expansion tank. We have an additional oil cooler in-line for the dry sump system.
• Brakes
An important piece of the puzzle at Pikes Peak is stopping power. We have documented our brake upgrade path extensively and are satisfied with the Alcon by RCM package for both front and rear. Stopping a heavy sedan with this much power is difficult, and doubly important when the corner we're braking for has an unguarded cliff outside.
• Suspension
All of our suspension components are normal, off-the-shelf products anyone can get. This is probably the area of our car that is closest to stock, with most parts providing a necessary strength upgrade or the ability to better align the car.
• Wheels & Tires
We run WedsSport TC-105 18x10x114.3 et35 wheels wrapped up in Hoosier R7 P275/35ZR15 slick tires.
• ECU
We moved to a standalone ECU to properly handle the sequential transmission, but that also enabled us to run a custom dashboard and button box. Sometimes we send Scott silly messages on the dashboard, fully utilizing its capabilities.
4:42.532*
The only change was a big one for 2025: A new Turn-In Concepts 2.3l de-stroker engine turned up to 450whp and a new livery. Unfortunately the run was shortened due to high winds at the summit.
10:46.133
2024 proved to be our quickest year yet as Scott became the second fastest Subaru up the Peak. This reflected positives from the big changes in our year off.
YEAR OFF
Scott took a year off and we took advantage of that to completely tear the car down. We installed a new Haltech standalone ECU, a Modena sequential transmission, and made further refinements to the cooling and oiling systems.
11:39.891**
We made minor improvements to the formula including plugging the radiator cap and downsizing our oil cooler. We were hoping for a good run, but fog and snow destroyed our hopes of a record run as we were forced to run on rain tires.
7:54.096*
Big balance changes included new Feal 442 coilovers, Voodoo Thirteen rear lower control arms and toe links. Minor cooling adjustments included a new Killer B radiator and AEM water sprayers. A shortened course didn’t allow us to see the full potential.
10:56.016
Our first time below the 11-minute mark! In the off-season before this run we installed a dry-sump oil system, converted to a single-scroll MDX555-450, and improved our setup with RCM Alcon 365mm front brakes and Wisefab front knuckles.
5:04.299*
We brought a new look for 2019 to accompany a stock Type RA engine block and a Blouch Dom 1.5 twin-scroll turbo. The run was shortened this year and we were unable to see the true progress.
11:24.769
More small progress came in 2018 thanks to new Brembo STI calipers in the rear, along with activating ABS after issues from the original flood damage.
11:44.297
We switched to a Turbo Dynamics LM450-SR60 twin scroll turbo, and along with more power found a need for more stopping capability. We added a set of Stoptech calipers in the front.
11:27.524
No power changes this year, but a last-minute transmission issue forced our hand into finally doing the STI 6-speed swap.
11:26.508
We wanted to do as little as possible to our formula as this was a new build for us, so simple changes of intercooler sprayers and radiator sprayers were all we needed.
11:45.320
Acquired a flood-damaged WRX with no miles and converted it immediately to our racecar. The initial setup was a stock motor with a twin-scroll Dom 3 turbo and Crawford FMIC kit, making 375 horsepower.