Quidam

Hey Nipper, The 165 70 Sumitomo and Kuhmo would be closer to the original. I saw an electric US Goverment mini van with the 165 65 tires on it a while back. Yangling I believe. Doug

This is a 2nd Gen head and that motor would rev clean to 7200 rpm under load. The LA bushings gradually creep up until they hit that ring on the outside of the HLA, that's as far as they can go. If you have some that look like the one on the left, I don't think it will be a problem. I never ever heard a peep out of the HLAs in it. 7 out of 12 I just looked at were like that one on the left. I'd say they drill/bore for depth and let it fall where it may otherwise. There is actually more contact area then what shows in that pic tho.

"I knw the difference in tire sizes, that is differnt from the actual clearance." It seems to depend on the actual tire and car, as it's close quarters in the rear. Doug

Will do on the copper rings. The bottom of that bore isn't totally finished out on a new head. However, a new lash adjuster in a new head sticks to the bottom of the bore when you go to pull it out. Two of the eight lash adjusters I primed the other day blead down. I opened them up and the first had a piece of junk in it at the check ball and spring in the very bottom. I can see where a through cleaning along with the two new springs may get you like new performance out of them. I got that set of eight for $80.00 and change shipped. The best deal I know of on new ones right now is $16.00 and change each, plus whatever shipping. Rock Auto, Beck/Arnley wholesale closeout. Just like the ones in the picture below. Doug

Well, I'm working on a Hot Rod. What I did and am going to try is a simple dead soft copper o-ring. I got some used ones from banjo bolt fittings that are perfict fit. It's a shame really, that Subaru owners are forced to pay high dealer prices, and order each little freaking part piece by piece. I support Subaru ebay dealers that put together kits of common parts with clear pictures, descriptions, and price. I need a half dozen of those r orings to have on hand. Doug

Anybody used this: on a oil pan? Man, that would be a slick way to go, huh? It might require a flanged aluminum pan like the Moroso. http://www.anabond.com/liquid_gasketing.htm Anabond liquid gaskets are safer and superior to conventional pre-cut gaskets.It fills surface irregularities and provides leak proof joints.Resistance to wide range of chemicals, oils and fuels.Formed gasket does not creep, shrink or relax.Anabond liquid gaskets withstand pressure up to 120 kg/cm2.Application areas Replace conventional gaskets machined flange surfaces (upto 63 microns).For sheet metal cover and unmachined surface see RTV Silicones for details. I'd love to hear what went through you head when you read the words. Anabond.

"Creep or relaxation of the gasket material can be a practical problem. This is a particular consideration in joints subjected to temperatures greater than 100 °C. The amount of relaxation which can occur with gaskets is usually far greater than that which occurs in joints which do not contain such compliant materials. Because of the magnitude of bolt clamp force loss which can occur with gaskets, frequently a re-tightening schedule is specified 24 hours or more after initial tightening. The magnitude of the clamp force reduction due to gasket creep can be of such magnitude that is not feasible to design the bolts for this loss. To overcome this problem, re-tightening of the bolts can be specified after a period of time following initial tightening, frequently 24 hours." He's talking about flanges, but it applies to head gaskets too. Subaru uses a conical spring washer under the head bolts to help combat this. But I've seen used ones nearly flat too, and those shouldn't be reused. Hey Peter, I've never used the Cortico...but I'm pretty sure some of the older Subaru head gaskets were asbestos with a coating. Doug

For instance, charliew on NASIOC. "Ok, after posting in the 257 thread about the set up wittmer25 has I think I will add that we also deepened the pan we enlarged to give the stock sti pickup more pan clearance. It now has (from memory) about 1/2 inch. I deepened the pan about 3/16 to 1/4 more than the stock sti depth. The stock sti clearance on a new pickup and pan was about .100 from the three small bumps on the shield. We checked it with clay. We also removed the shield thats on the pickup so now its like a wrx pickup. That gave over 1/8 more measured clearance. The pickup and pan bottom are not parallel theres more clearance in the back of the cup on the modded pan."

I looked around and one of the places I ended up was here. So on with the reserection:) That's Turbo Spec. VF2 8407. I made note of the 2 in the PartsNo. And that unusual for me Serial No. What I've learned is there was a VF1. 1 thru 8, no 9 that I've found, then 10, 11, and so on. This one is a like new survivor I guess by the looks of it. I got it off an '87 Turbo Traction Wagon. I suspect it is from 1985 tho. I have VF4 as the most common. One of them is barely magnectic with a super magnet. Doug This list in some variation is all over the world. Mitsubishi TD04L-13T (390cfm at 14.7psi, 200-275whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX. It can be found on all the current model years from 2002-2007. IHI VF10 This is the standard equipment turbocharger used on the USDM Legacy 4EAT MY91-94. No other information known at this time. IHI VF11 This is the standard equipment turbocharger used on the USDM Legacy 5MT MY91-94. No other information known at this time. IHI VF12 This is the standard equipment turbocharger used on the JDM Legacy RS MY89-93. No other information known at this time. IHI VF13 This is the standard equipment primary turbocharger used on the JDM Legacy MY93-95. No other information known at this time. IHI VF14 This is the standard equipment secondary turbocharger used on the JDM Legacy MY93-95. No other information known at this time. IHI VF18 This is the standard equipment primary turbocharger used on the JDM Legacy MY96. No other information known at this time. IHI VF19 This is the standard equipment secondary turbocharger used on the JDM Legacy MY96. No other information known at this time. IHI VF20 This is the standard equipment turbocharger used on the JDM Legacy MY97. No other information known at this time. IHI VF22 (490cfm at 18.0psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V3 Subaru Impreza WRX and optional on the JDM Subaru Impreza WRX STi 22b. Of all the IHI models, the VF22 has the largest potential for peak horsepower, and is capable of supporting the highest boost levels. It is capable of running up to 25 psi. The VF22 is a roller bearing turbo that utilizes the P20 exhaust housing. Expect to achieve full boost with the proper mods and a quality tune between 3200-3700rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member powerlabs Results Purchase $800 IHI VF23 (388cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi 22b. The VF23 is a ball bearing turbocharger that utilizes the P20 exhaust housing like the VF22. This housing is mated with the smaller compressor housing of the VF24 for fast response and excellent low and mid-range performance. It does not have the same top end power of the VF22, but spools up slightly quicker. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member ride5000 Results NASIOC Member overboost Results IHI VF24 (425cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V4 Subaru Impreza WRX STi. This turbo shares its compressor housing with the VF23, however, this housing is mated with a smaller (P18) exhaust side. The smaller characteristics of this turbo allow it to provide ample bottom end power and quick spool. This turbo is very popular for Imprezas with automatic transmissions and Group-N rally cars. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Members Davenow & mbiker97 Results IHI VF25 This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a thrust-bearing design and a P12 exhaust housing. No other information known at this time. IHI VF26 (400cfm at 18psi) This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a divided thrust-bearing design and a B14 exhaust housing. No other information known at this time. IHI VF27 (420cfm at 18psi) This is the standard equipment secondary turbocharger used on the JDM Legacy. Utilizes a ball-bearing design and a P18 exhaust housing. No other information known at this time. IHI VF28 (425cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V5 Subaru Impreza WRX STi. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. IHI VF29 (425cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger on the JDM V6 Subaru Impreza WRX STi. The VF29 is nearly identical to the VF24, with the same compressor and exhaust housings. However, the compressor wheel in the VF29 has been changed slightly. The changes made to the compressor wheel in this model are generally viewed as improvements, and as such, this unit is typically chosen over the VF24. Has a different location for the pressure hose on the wastegate actuator. Expect to achieve full boost with the proper mods and a quality tune between 2900-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. IHI VF30 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi. The VF30 is a thrust-bearing turbo that utilizes the P18 exhaust housing of a VF24 and the compressor housing sized between a VF23 and a VF22. Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member itsawagon Results IHI VF31 Utilizes a P11 exhaust housing. No other information known at this time. IHI VF32 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a ball-bearing design. No other information known at this time. IHI VF33 This is the standard equipment primary turbocharger used on the JDM Legacy. It utilizes a P11 exhaust housing and a divided thrust-bearing design. No other information known at this time. IHI VF34 (460cfm at 18psi, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM V7 Subaru Impreza WRX STi Spec-C. The VF34 is nearly identical to the VF30 but has improved spool up due to its roller bearing design. It also utilizes a P18 exhaust housing. Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member wrx1905 Results NASIOC Member Sports Wagon Results Purchase $850 IHI VF35 (425cfm, 250-325whp, Bolt-On) This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX. The VF35 is similar to the VF34. It utilizes the same compressor housing and the same compressor inducer size. The differences are in the divided thrust-bearing design and the P15 exhaust housing. This allows the VF35 to spool slightly quicker than the VF34 at the cost of less top-end performance. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. IHI VF36 (430cfm, 250-325whp, Modification Required) This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI Spec-C Type RA. The VF36 is a twin-scroll turbocharger that utilizes a ball bearing design, a P25 exhaust housing, and Titanium (possibly TiAl?) compressor wheel for improved spool. It is essentially a fast spooling VF34. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member dug-e-fresh Results 1 NASIOC Member dug-e-fresh Results 2 IHI VF37 (430cfm, 250-325whp, Modification Required) This is the standard equipment turbocharger used on the JDM V8-V9 Subaru Impreza WRX STI. The VF37 is a twin-scroll turbocharger that utilizes a thrust bearing design and a P25 exhaust housing. It is essentially a fast spooling VF30. Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles. NASIOC Member deathinacan Results IHI VF38 The VF38 is a twin-scroll that utilizes a Titanium turbine and shaft. This turbocharger yields tremendous spool-up but offers less top-end than the VF36/VF37. The spool capabilities of this turbo are demonstrated on the JDM Legacy GT, which reaches peak torque at 2400RPM. IHI VF39 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the USDM Subaru Impreza WRX STI. It can be found on all model years from 2004-2006. The VF39 utilizes a thrust bearing design and the P18 exhaust housing. Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles that utilize this turbo aftermarket. Though they are prone to cracking, VF39’s can be had for very cheap if bought used. NASIOC Member trbowrx Results NASIOC Member javid Results NASIOC Member downsti Results Purchase IHI VF40 This is the standard equipment turbocharger used on the USDM Subaru Legacy GT. It can be found on all the current model years from 2005-2006. Deadbolt Upgrade IHI VF41 This is the standard equipment turbocharger used on the JDM Subaru Forester STI. It utilizes a P18 exhaust housing. Info Info IHI VF42 This is the standard equipment turbocharger used on the JDM Subaru Impreza WRX STi S203 and S204. The VF42 features a twin-scroll design with a slightly larger compressor than the VF36/VF37 turbos and different turbine design (more blades). The VF42 is a roller-bearing turbo and is similar in size to the VF22 turbo, but the twin-scroll exhaust housing yields faster spool-up and a superior top-end. IHI VF43 (250-325whp, Bolt-On) This is the standard equipment turbocharger used on the MY07 USDM Subaru Impreza WRX STI. It can be found on both base STI's and STI Limited's. The VF43 utilizes a thrust bearing design and the P18 exhaust housing. The primary difference between the VF43 and the VF39 used previously on STI's seems to be the stiffness of the wastegate. The VF43 has a stiffer wastegate designed to reduce boost creep issues. Info Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. 2002-2005 WRX owners will need fuel upgrades for this turbocharger and proper engine management is highly recommended for all vehicles that utilize this turbo aftermarket. IHI VF46 This is the standard equipment turbocharger used on the USDM Subaru Legacy GT MY07. The VF46 utilizes a new five-arc scroll design to improve low and midrange performance over the previous VF40. Working through sorting out what's what with IHI Turbos.

Parts left out cost nothing, sometimes. But if you leave an oil pan gasket off a motor that came with a gasket...not a good idea. The forces at work can be seen and you're giving the oil pump a hard time. In short, if it came with a gasket, use a gasket. There is not "that" much clearance between the strainer and pan. I read about people swapping pans on the EJ but no one talks about that clearance. For example, there's about 1/2" difference between a WRX and an STI in the pickup tube length. And, they don't come factory with a gasket, just red silicone. Doug

I don't see why not. BTW. The "sleeves" are actually called bushings and are very much like the connecting rod bushings except larger in diameter. Shawn W. here has expressed reservations about the oil strainer before...whether to pull it or not. It sticks in there pretty good but Map gas to expand the block will break that bond. Edit: The next one I pull will be done with a tool to pull it. I'm thinking something that fits it like a pickle tool, or like a trim panel puller. Edit: The cam case o rings need to be reinforced type because nothing else will do. Just like that passage through the head gasket. It's called:Ishino Cam Housing O-Ring. Change the rear seal if any oil is getting past it. Clutches and oil still don't mix. Old seals get hard, as GD has pointed out. That accelerates the wear to the shaft. They cut a V in it. Edit: Look herehttp://www.ultimatesubaru.org/forum/showthread.php?t=122966for info about the crank seals.

Yea. It's just that the oil strainer and that o ring is the beginning of the lubrication system. The lifters:) are the end of the line and recieve oil last via the cam case. I pumped these new lifters up today by holding my finger over one of the two marked holes between the lifters. I put the tip of a thumb pump oil can in the other and blead them all in about one minute. Really. I didn't know that before today. I saw the air being pushed out of them, then the oil flows out those marked drains above them and flows over the valve/spring/guides. The other end of those drains are in the bottom of the lifter bore, so you don't want to push those sleeves in too far. Doug

Hey, Bucket, lifter, tappet, hydraulic lash adjuster. On an EA-82, the name Subaru gave them is very descriptive. Lash adjuster. So no wonder folks get confused. What you see with the sleeves are normal. They don't all sit flush with the deck. As long as the oil passage is clear, that's all that matters. If you want to be through, pull the oil pan and the oil pickup tube and put on a new o ring. If the oil pump is sucking air the tick may never be totally gone. Doug

Check ebay if you're interested. " Ace's genuine whitewall tire rubber is the only product on the market to offer a 100% genuine, factory quality, whitewall tire finish. Our product is the actual rubber used in whitewall tire production with added elasticity agents for use on modern radial tires. This rubber is sold in spray form, not from a tin or plastic tub like other companies. NO BRUSH STROKES! Our product goes on in solid even coats, and will not crack or peel (like paint based competitors) when properly applied. Ace's Genuine Whitewall Rubber (and any other aftermarket whitewall product) is only recommended for use on weathered tires. ALL brand new tires are so impregnated with factory mold release and other oils that it is virtually impossible to get any coatings to stick reliably NO MATTER HOW YOU PREP THE SURFACE."

Hey Fox, Car is looking good. One way to find out what it's "worth" is to auction it. Put a reserve on it and see what happens. You only NEED one buyer. If someone with the money desires what you have...well, there you go. Doug Edit. One way to get money back from these old Subarus is to drive it out. I buy a gl on ebay for $300.00, go get it, 160 mile round trip. Fix the usual and drive it for a year. Sell it for $1600.00. Works for me.

Hey, Depending on the car and how many wheels you have off the ground...you may be able to put the car in gear and roll the motor over via the tire, with your foot, hand, head:) Doug

Hi, Wrong set. He needs 1.2 top ring, 1.5 second. I've used these before:http://cgi.ebay.com/ebaymotors/Beck-Arnley-013-8200-Premium-Piston-Rings-/160582845290?pt=Motors_Car_Truck_Parts_Accessories&fits=Make%3ASubaru%7CModel%3ALoyale&hash=item25637bc36a Made in Japan. Doug

Hi, Don't know if you've been here before but...don't take any "meat" whatsoever out of the ring grooves. I soak the pistons in a gallon of carb cleaner until the crud disolves. Well, and I use an oak groove cleaner I made for the jobs. hth Doug If you need a set of good aftermarket rings, I can point you in that direction. The EA-71 top ring is 2 mm. Won't fit an EA-82. " Subaru Brat and 1600 GL & DL with 1595cc EA71 engine 1976 - 1981; ring dimensions are 2.00x2.00x4.00"

Dealer. About 180 bucks. Doug

Yea, we need more information! While we're at it...The NIPONDENSO carb distributor has two governor springs and 2 flyweights. I've swapped out many of those both...just not on a Subaru before. Generally speaking, heavy cars and automatic transmissions use a different advance then manual trans and lighter weight.

I can't see where the stuff would "condition" the new Viton MLS gaskets. May be wrong about that?... Open deck block and all, it's a stop leak for an engineering problem?. Doug

Sure, I'll post pics. I made a lot of progress with the header, coolant and oil lines, and thinking it all through. Using all Subaru parts so far. Doug What I've done to my Subaru lately...unboxed new heads.

" It only knocks under load, and it seems to be RPM dependent. It's louder going up steep hills" Hi, When I read this earlier today I was thinkiing...spark knock...pinging type of deal. If you know what that sounds like, that probably isn't it. If it is, try better fuel. Doug

"I see the driver's cam carrier is missing something, no?" The cam is in there. I cut the valve cover, cam carrier, and cam shaft distributor drive off. Needs welded up still. Will be crank trigger/DIS/coil on plug. Or coil pack, not sure yet. I'm building three engines right now, no build thread on this... Doug