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It's a topic of conversation we see pop up in forums and Facebook groups regarding PCV system goo and the concern with how it's dangerous. We had posted this earlier in the year but it's still relevant information. The photo is from my 2012 STi with >60k miles, stock at the time, and 60% of the miles are from a 6 mile commute to work every day. It's funny how a few pics and some disgust can grow into a farce. Not picking on anyone specifically here, this internet folklore goes back to the beginning of car forums and the ease of posting digital images. The misinformation has become so prominent, some product marketing has even used it as part of their marketing campaign; protect your engine from harmful 'goo'! I recommend avoid such product suppliers as they are either preying on fear, or don't understand the process their own product is

Another example of the difference between OEM and our Ultimate Pickup. We took some better pictures of the horrible factory pinch bend. It seems pretty obvious without even looking at test data, that our part has better flow performance compared to the OEM piece.

Here at Killer B Motorsport, we are most popular for our Pickups. We make 2 different versions, one for the EJ20 and one for the EJ25. You might be wondering “What’s sooo special about the Killer B pickup over the OEM one?” Well, let me share a little bit of information.

Like many of our other products, this is a solution to a problem. I came across this many months ago, during turbo kit testing on our shop 2015 WRX. The engine had blown, but the violence was significantly more than just the bent rod we had hoped for. As you can see, debris went into th engine and made its way into the oil pump. I’m sure you can imagine the consequences of an instant oil pressure loss. A much more expensive repair!

While the corrosion resistance and elevated temperature properties of the various stainless steels make them popular in the aerospace, food handling and chemical industries, we racers really don’t have much use for them. For almost all of our applications, either steel or nonferrous alloys do the job as well if not better – and at a lower cost. The only stainless that I ever use is austenitic type 321, an alloy originally developed to stop the cracking of piston-engine aircraft exhaust systems. It makes truly outstanding race car exhaust systems, if the money is available. In my present case – ever since I made my decision not to work full time for the big teams – the money is usually not available and I use 1020 DOM. The stainless is lighter and more fatigue resistant, but except for turbocharged engines and long-di

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