Outfront Gen 2 connecting rods. 

Outfront now offers a Second Generation connecting rod for 2.5L DOHC phase 1 motors (1996 to 1998) with 48mm rod journals.  This new Gen2 rod is lighter than our original but just as strong, if not stronger.  Uses stock Subaru bearings.

This new rod is dowel pinned on the big end and uses 3/8" ARP2000 bolts.  They are sized and balanced, ready to use. 

For a limited time we're offering a web special for a set of rods at $350/set. 

No More trans Adapters for Subaru!

Introducing the first Subaru bellhousing for Mendeola MD4-2D, MD-4E and most PBS transaxles.  Yes, Outfront has designed a bellhousing for transaxles that will bolt directly to a Subaru motor.  Life is good!

Available from your local transaxle dealer or Outfront Motorsports.

If you take a close look at a Mendeola racing transaxle you'll notice it has a "bolt-on" bellhousing.  This bellhousing was originally designed to emulate a VW transaxle bolt pattern.  The traditional way to adapt this VW pattern is to use adapter plates with a custom flywheel setup for the adaptor.  But when using an adapter kit this increases the weight of the flywheel and pushes the motor away from transaxle (not ideal, but it works). Although you may think the weight and positioning isn't a big deal, it really does have an affect on car handling.  In rear engine cars a traditional adapter kit will place your motor farther to the rear of the car, impacting handling. What Outfront has done, with permission from Mendeola, is redesign their bellhousing to be shorter and bolt directly to a Subaru engine.  How cool is that?  No adapter needed!

This new bellhousing allows a Subaru motor to bolt up directly to Mendeola transaxles without the adapter plate.  Compared to using the traditional adapter setup, this new bellhousing will place your motor 1 1/4" closer to the axles, a good thing in rear engine cars.   It will also shave 3lbs off the flywheel,.

PBS in Orange County developed this new bellhousing exclusively for Outfront.   The bellhousing with 9" flywheel will cost about $400 more than an adapter kit with 9" flywheel.   That's a small price considering the trans will cost over $7000.  So if you're building a new car with a Subaru engine this is definitely the setup you want to get. 

It's ideas like this that sets Outfront apart from other shops that just resell what they buy from others.   Outfront is always innovating new products to get the most out of Subaru motors.

H6 Motor, the next new thing

For several years now one of the most popular motors for the sand has been Subaru's 2.5 liter 4 cylinder boxer motor.  You have probably seen them in the dunes, DOHC versions originally used in Subaru cars up to 1998, and the SOHC version used in cars 1999 and later.  These engines are referred to as EL25 motors, both very similar, except for the heads.  At Outfront the DOHC version has produced over 600HP at the crank, which is quite a thrill ride for such a small 4 cylinder platform.

Subaru has also produced a 3.3L 6 cylinder motor for many years, also with 4 valves per cylinder.  But in 2003 Subaru released a new version of their 6 cylinder that has put a gleam in the eyes for many duning enthusiasts.  The older 3.3L motor has been reduced in physical size, and the displacement was set at 3.0L.  The good news is this motor is not much bigger than the 4 cylinder cousin, minimizing the weight as compared to the heavier 3.3L six cylinder.

As you may know, weight plays a huge part of the handling characteristics of a sandcar.  The Subaru 4 cylinder motor has one of the best power to weight ratios around, weighing in at around 300lbs with exhaust, turbo, and intercooler.  The placement of that weight is just as important as the amount of weight.  Subaru's flat boxer layout keeps the weight low, closer to the axle centers, minimizing car lean and roll.  V6 and V8 motors place much of their weight above the axle line, which promotes car lean and roll. In addition to weight height, the length of a motor in rear engine cars will increase the "weight leverage", which affects the handling characteristics.  The farther the weight of the motor hangs behind the rear axle, the more leverage that weight has to lighten the front end of the car.  And as everyone knows a light front end is bad for handling in the dunes.  A light front ends cause steering push, a symptom that comes from less grip of the front wheels.  The bottom line..... too much weight behind the rear axle is a bad thing.  So lighter and shorter motors (on rear engine cars) are best for good for handling.

Enter the Subaru H6 SOHC 3.0 & 3.6L motor with 6 cylinders.  These motors are only 1" longer than Subaru's 2.5L  4-cylinder motor, and it's only 75lbs heavier.  Since the weight increase is small, and the increase in length is small, this is ideal if you want to increase your displacement beyond 2.5L.  The new H6 gives you a 20-44% displacement increase for a 25% weight increase.  The important thing to remember is this additional  weight of the H6 is only 1" longer than EL25 motors,  which minimizes the leverage factor.  And if you mate this motor to our brand new Subaru bellhousing for the Mendeola MD4-2D, it's actually 1/4" short than an EJ25 motor with the normal VW to Subaru adapter kit.

John is currently building a car with this new H6 motor, connected to the new Mendeola S5 transmission (good for up to 900HP).  John believes Subaru's H6 will be the next big thing in "GO FAST" engines.  John has big plans for this engine with all kinds of racing parts in the works.  Over the next couple of years you will be seeing some exciting developments taking place.  Watch for John at the drags at Glamis, the mean green machine (as people call it).

How much horsepower can be squeezed out the H6 and stay reliable?  Time will tell, but currently John has pumped 900HP out of his current motor.  He's working on a 1000HP version.  This one may require the driver to wear diapers to drive wide open!