discopotato03

I'm interested to see any mods to the lower half of the original airbox , I don't want air coming from a warm/hot engine bay so I guess I could find ways of ducting cool air from the inner guard or even from a duct under the headlight . I'll get a link from K&N to show what they say is the correct one for an 86/87/88/89 1800cc RX . Cheers A . http://www.knfilters.com/search/appsearch.aspx

86 RX's don't have a hotwire AFM , they have a vane or "flap" if you like . I'm simply asking because people here have used a direct fit panel filter . A .

Yes , hybrid Garrett BB "GT2854RS" . You won't find this because Garrett don't make this unit available std . Started life as a std Garrett GT2554R to which I had the larger 76 trim GT28 NS111 turbine from a GT2860RS fitted . The turbine housing is the nice Ni Resist one found on the Nissan Silvia S15 200SX reprofiled to suit the turbine . My header is a stainless one made one off here in Australia and based on the TWE one in 1.75" tube . My exhaust was 2.25" from the turbo to the bumper but that was a bad idea . Turbo response was poor and I initially put that down to the larger turbine . I recently had a 3" pipe fitted from this turbo so 3" now to the back of its 3" cat then 2.25 through a resonator and rear muffler . This really woke my turbo up and the engine makes better power on and off boost - with NO exhaust noise increase aside from the whistling turbine . The next step is to extend behind the cat in 3" and drop back to 2.25 for the resonator . We believe the real secret is to have large tube off the turbo to give the hot expanding exhaust gasses an ideal escape path and step dow in increments as the gas cools and contracts to keep its speed up . My EA82T is a rebuilt Australian spec XT4 spider one with 8.1 CR and NA ea82T cams . The flywheel is lots lighter than the std ship anchor too . Of interest the spider plenum had a plate welded to it to take the std L 3 plug MPFI TB and TPS so it still has the early computer and injectors . Turbo wise I should have used the off the shelf Garrett GT2854R because its smaller trim turbine would have made it a bit more responsive again . With more exhaust work and a better panel filter I think it should do well . The air inlet to the airbox from the inner guard is too small so need mods to reduce any restriction here . Cheers Adrian in Oz .

Hi all , I found reference to two slightly different K&N panel filters that fit the airbox in L Serries RX Turbos . The first is K&N 33-2010 and the second K&N 33 2232 . That second one is considerably cheaper and fits a lot of Subarus . K&Ns site reckons both will fit . Can someone with an MPFI L Series tell me if the 33-2232 is the best one ? Also while I'm here , the air inlet hole to the airbox looks too small so has anyone done mods to get air more easily from the inner guard ? Thanks in advance , cheers Adrian in Oz .

Hi all , I have a thred going at Ausubaru about EFI problems I've had with my L RX Turbo Sedan . First the mod list . Rebuilt Aus spec XT4 engine/TWE style header/Garrett GT BB turbo/late NA cams/Spider inlet-flanged modified to take 86 L MPFI TB and twin switch TPS . CR is slightly up at ~ 8.1:1 and heads were ported . For ages my car would lose a bit of power initially and come good but not often enought to worry about . A while back the ECCS would come on at closed throttle and go out as soon as I touched the go pedal . As the mods progressed this mad mode became more noticable and when I got my Tech Edge WB02 going I noticed that the trouble was it would go lean and flash code 35 EGR ground issue . My engine has the EGR valve and pipe in place but it can't achieve anything because the passage in the top section was choked up with hard carbon . Also the valve body is bolted through a blanking plate to the manifold . I tried a couple of vacuum solenoids because I thought maybe they'd jammed and the computer could tell this . In the end I didn't have a solenoid plugged in because it didn't make any difference . I found that Subaru stuffed one of the plug terminals in the engine to body loom connectors so that it had two sockets trying to contact togeter rather than a socket and a pin . It was the black/red ECU control ground BTW and Coxy here removed the factory connector and fitted a six wire weather pack connector . Problem still remained so I thoght it must bre the brown/red wire which is the ECUs ground switch for the EGR solenoid . Having looked in the WSM we eliminated the EGRs power supply as a problem - powered up by the fuel pump relay as is the pump and the auxiliary air valve . Cory said power probs show up as blown fuses or smoke/smell dramas . The abouve mentioned EGR solenoid ground wasn't the proplem as I removed its engine loom connector pin to isolate that section then later cut this wire close to the ECU to isolate the wire at its source . Still got the code 35 and lean mad mode . Because I'd had the computer out I found that water had got into it at some stage and there was corrosion at the power supply plug (the one with the thick wires and big pins) and more inside at the gadgets up off the circuit boad on the heat sink end . Would these be transisters/drivers for injectors EGR switch etc ? Also something I forgot to mention is that this car never acts up when cold , only after having been driven for a while and more than light throttle used . We have changed the ECU temp sender and ignition coil to eliminate those as well . Fuel pump was changed out for a Bosch one used in a GM product here that had a Nissan 153Kw RB30ET Turbo engine (straight 6 3L turbo) std . I have someone sending me another computer to try and I hope this solves the problem . The only other thing I can think of was that some of the injector power wires were found to have green corrosion in them when the injector plugs were changed to the finger clip ones . Fingers crossed the water in the computer caused the problem and will know as soon as I try the other computer . Can anyone with a 3 ECU plug RX Turbo (flap AFM one) relate to any of these problems ? Cheers , Adrian in Australia .

Yesss more pieces of the puzzle . Thats right we got the Liberty RS Turbo with the early low compression EJ20 with the VF12 Turbocharger . Our NA version had an EJ22 but not the turbo ones . They (Lib RS) had twin piston calipers with I think 276mm rotors . I think there's two versions of that caliper because one has a steel/iron floating section and the other has an aluminium one possibly from a different supplier . I have the all steel ones and I found L Series calipers slide pins/bolts don't fit up - right hole size but wrong thread pitch . My best guess is that the other twin piston calipers have the same thread pitch as the L/XT6 pins/bolts and go straight together . I reckon an L/XT6 caliper on 276mm rotors would pull an RX Turbo sedan up pretty smartly , particularly with XT6 rear brakes . Anyone have the facts on the alloy twin piston floaters bracket threads ? Baccaruda found some combination that all bolted together and I can't think of many other possibilities . Cheers , Adrian in Oz .

One more question on this , I hear baccaruda founda a caliper bracket that lets you mount the L Series or XT6 caliper on the Legacy knuckle so you can keep the hand brake up front AND have 5 stud hubs . There was some mention of a "Legacy SS" that had the necessary caliper bracket to fit the L/XT6 E brake caliper bridge/floating section . I don't think we had that model in Australia though we did get a Liberty RS Turbo but it had larger diameter discs than non turbo ones - and XT6 I imagine . So , which is the right caliper bracket to get my L Series floater onto std Liberty/Legacy knuckles ? Thanks in advance , cheers Adrian . Also what is the difference in hole centers Legacy to XT6/L Series ?

I bit you may have lost is that I'd use early Liberty/Legacy CV joints so they should match the Lib/Leg knuckle and hub and use all std seals and bearings . Thanks for the tip on XT6 caliper brackets not fitting Lib/Leg knuckles - didn't know that one . I'll have to PM "baccaruda" to find out which caliper brackets he used though I have a feeling it will be the RS Liberty/Legacy ones . They had a single sided twin piston caliper so long in the bracket and pretty sure the L/XT6 floating section fits . Only problem is that the slide pins thread pitch is different though nothing helicoils couldn't fix . Also those brackets were to suit the larger diameter RS front disc . Damn I wish we'd had those XT6's here because we'd have spare parts for them . No XT6 discs here or any seal's etc unique to them . Thats why I'm trying to steer clear of anything not locally available in XT6 only bits . My RX L stops reasonably well with std brakes so they possibly don't need to be too much larger to be more than adequate . Baccaruda if here please let on which caliper brackets you used . Cheers and thanks all , Adrian in Oz .

Hi all , hopefully soon to have some XT6 bits down under and need to know some info on the front conversion . I want to use XT6 front axles in early Liberty/Legacy knuckles/CV's/hubs/discs and if I have the XT6's caliper brackets and slide pins will the L's E brake caliper bridge section go strait on ? I think there may be a small variation in diameter and thickness between XT6 and 1st gen Legacy front discs but with minor machining I think we can get around that . I believe at the back you just exchange the XT6 backplate/hub/disc and bolt the std L RX caliper back in place . Really looking forward to this , cheers Adrian in Oz .

It may have been his thread that had links to pics but the links didn't work . From what I think he said he used threaded barb fittings in his rails to keep the hose barb style injectors . I was thinking more along the lines of top feed O ring style injectors retained by the rail and not by the insulators and plates factory style . Maybe two shortish sections of rail extrusion with brackets folded up with 90 deg bends that bolt down to the original insulator bolt pads . The vertical bits could mount off the "square" section of the rail extrusion having drilled and tapped holes or through bolts . I've looked at L and Spider XT manifolds/heads and there doesn't seem to be anywhere else to bolt the rails down to . I'll see if I can find a link to pics of a Nissan L Series six cylinder manifold done like this , pics at Hybrid Z . Cheers Adrian in Oz . http://forums.hybridz.org/showthread.php?p=1021415

Hi all , my Australian spec 86 RX Turbo L sedan is getting a Vipec V44 EMS and I'm looking at injector options . It seems all the modern injectors are top feed O ring style things and its got me thinking about conversion fuel rails for top feed injectors . I've searched around and found some Nissans have been converted and there is a thread somewhere in here with pics only I can't download those pics . The thing I'm interested to know is how I'd go trying to mount made up rails to hold the injectors down agains fuel pressure . BTW by top feed injectors I don't mean the EV1 era things that were held down with screws like the std EA82 MPFI ones , I mean top feeds held in place by the rail . On the Hybrid Z board there is a pic of an aluminium extruded rail held down on a Nissan L Series six manifold via extended small diameter bolts in the std position and a "bridge beam" across the top of the rail itself . I don't doubt its workable but looks a bit crude . Also BTW the long skinny bolts had bushes set up crush tube style so as not to compress the injectors . I prefer the idea of steel or stainless steel material because it gives the option of playing with E85 and not having corrosion issues . Mods so far . Rebuilt XT4 Spider EA82T/8.1 CR/porting/late MPFI NA cams/1.75 bore TWE style header/custom built Garrett GT2854R (NS111 turbine in S15 housing)/86 3 Plug ECU TB on flange modified spider plenum - TPS and linkage on std for L sides . Thermal coated piston crowns and exhaust valves . DR AWD close ratio trans with lower L LR/turned and milled flywheel . Some pics at AuSubaru.com.au . Anyone done fuel rails , cheers Adrian in Australia .

My header is finished and the detail work on plumbing a non std turbo is taking place . My header was made of 1 3/4 bore stainless tube and is equal length , slightly longer loop on the turbo heads side than the TWE one . Also mine joins to a single tube just before the turbo flange and when unbolted comes out easily . Should be running tomorrow , cheers A .

My RX Sedan was delivered today to have a better exhaust header made and fit up a smallish Garrett BB turbo . The fabricator is going to see if he can have both pipes run up to the turbos mount flange but if too involved it will have a collector and single up pipe . The decision was made to make this header out of 16 gauge stainless steel and the tube OD will be 1 3/4 inch . I can't exactly remember what sized tube Techworks use on their EA82T header but suspect it was possibly 1 7/8 inch . The turbo I'm using is a one off that started as a GT2554R but its had the usual GT25 turbine changed out for the GT28 NS111 like some of te HKS units and the GT2860Rs uses . The turbine housing itself is from an S15 Silvia (200SX in OZ) and in high temp material . The Garret turbos have the water fittings either side of their center section unlike the original IHI VF2/4 and the turbo will be placed where the inner banjo bolt can be removed - unlike the lower std one - and the supply water line won't need to run under the turbo where its hard to reach . With luck our header will be a big improvement over the POS std one and the turbo a good upgrade too . The engine it's going on is a freshly rebuilt Oz spec XT4 Spider Turbo unit that has a bit of porting and slightly warmer NA MPFI cams in it , the CR was raised slightly to ~ 8:1 because every little bit helps . Fingers crossed this should help uncork the L's Rzz and let it breathe and rev better . Should be back next week , cheers A .

Yesss , I could do with some XT6 bits in Sydney since NZ is a lot closer than the US . Always interested if you find any tasty XT6 bits , I really need front axle shafts (bare) and rear disc backing plates as well . Actually the front struts inc brakes would be good if not the air type . Cheers , Adrian in Oz . Bux waiting .

In this first pic I noticed a fuel rail conversion for O Ring style injectors on a Spider inlet manifold . Would it be possible to see closer pics of how those rails are held down ? Cheers Adrain in Oz .

Hi all , I think I read somewhere that people have used Nissan 280 ZX T injectors in EA82T engines and without mods - except the rubber hose tail mod . I believe these Nissan type injectors are about 10% larger than the std EA82T's ones ie 220 odd vs 25 odd cc's . Has anyone done this and how did the std computer cope with the slightly larger squirters ? Cheers A .

Hi all , I need to know what size engine pipes and up pipe people use when making EA82T headers . My rebuilt engine has ported heads NA MPFI cams (16-60 instead of std 14-56) and just over 8:1 CR . The inlet is Spider modded to use the original early (86) throttle body etc . We are considering using 1 3/4 inch 16 gauge stainless tube for the primary or engine pipes and possibly same or 1 7/8 for the up pipe section . Turbo flange will be T28 to suit a hybrid GT2854R I had made , by hybrid I mean the nicer GT28 NS111 76T turbine and the high temp material S15 0.64 AR turbine housing with the extra deflector vane cast into the back of it . Turbo started out as a GT2554R . The heads siamesed exhaust ports measure ~ 50mm which is probably too big tube size wise so needs to gradually reduce to maybe 1 3/4 or 1 7/8 inch (44 or 47.5mm) . As a rough rule of thumb I consider the wall thickness (x2) to be 1/8 " (3.2mm) so ID's would be ~ 1 5/8 and 1 3/4" (41 or 44m) . I think from memory the std Subaru header measured ~ 33mm round the bend on the far side and a fair bit larger at 41 odd mm at the turbo side . Also that crossover pipe round the front of the sump pan is double thickness with the inner ID being I think ~ 35mm or 1 3/8" . By the look of things it would be easier to have the collector down lower and just a single up pipe tube to the turbos mount flange . Just don't want to lose gas speed with over sized tubes . Thoughts ? Cheers A .

Interesting , had a friend of mine test an Aus spec spider XT4 turbo injector and it measured ~ 2.8-2.9 ohm . Must ask him to test one of my early ones to confirm . Cheers A .

From the outside it just looks like any other std white Aust spec 86 RX Turbo Sedan , under the lid the only obvious differences are the spider intake system and a Vortex (XT4) pitch stopper and transmission mount . Spare wheel doesn't fit any more and lives in the boot (trunk) . Can anyone confirm that early (85/86) 3 ECU plug EA82T's use high impedance injectors ? I suspect this because they don't seem to have any form of injector dropping resistor . Cheers , Adrian in Oz .

Hi all , my 1986 Australian spec L RX Turbo finally got its new engine fitted a couple of weeks back and I'm going to need larger injectors for it . Just to fill the gaps my EA82T has a TB flange modified Spider inlet manifold to mount the std 3 ECU type TB and TPS . CR is now 8.1 , heads are ported and cams are late MPFI NA . Lots out of the flywheel as well . Is this the only 3 plug Spider EA82T in existence ? I need to know if these early 3 plug EA82T's have low or high impedance injectors and if the flow rate is the same as the later 4 plug systems squirters ie ~ 225cc min . I understand that the 280ZX Turbo brown top injector is a bit larger at ~ 255-260cc but will they work in electrically the early 3 plug system ? Also if not is it possible to use the resistor pack from later EA82T's to fix the impedance issue ? Cheers , Adrian on Oz .

Hi all , in time need to make a header for an EA82T and need some feedback on what others have done . Obviously tube size affects exhaust gas pulse damping and I obviously need to get the most pulse (pressure rise) energy into the turbo I can given the siamesed port and wrong cylinders linked exhaust layout of these engines . From the other thread I started I'm guessing that XT headers are ~ 40mm at the turbo and turbo side head outlets while the opposite side heads "outlet bend" is slightly smaller internally . My guess is that they were trying to alter the pulse timing given the huge difference in engine pipe length between the respective heads . I want to do a similar kind of thing to the TWE layout and am thinking along the lines of 1 3/4 (1.75) tube which ends up at about 1 5/8 (1.625) ID ? The up pipe possibly needs to be the same 1 3/4 or at most 2" and match up to whichever turbo I run , ultimately a Garrett GT2854R with the better NS111 turbine grafted in . Any feedback most welcome , cheers Adrian .

Hi all , I keep hearing that XT EA82T headers are different to L Series ones . Ages ago I removed one from an early 3 plug ECU FWD car so it must have been an 85 or 86 build car . I roughly measured the outlet holes and I think the turbo outlet is ~ 40mm and the turbo side head about the same . The other heads pipe knecks down as it goes through its radiused bend but not sure how small - possibly 30 odd mm ? Can someone tell me how to ID the XT4 one and confirm if it is made of steel or stainless steel . The other thing is has anyone tested the two headers back to back and if so what was the difference . My car is an Australian spec 86 RX Turbo sedan though it does have a spider manifold fitted . Long story short , adapter plate welded to spider plenum to take the std 3 plug throttlebody and TPS . We have a rebuilt and slightly warmed up 87 Aust spec XT4 AWD turbo engine going in soon and a properly made header is on the cards but initially it may need to run a std header , just want to run the better factory one if there is a difference . Cheers Adrian in Australia .

Hi all , someone here , not joostvdw , mentioned that they had an EA82 turbocharger with the 15R turbine housing one it . I'm trying really hard to find an uncracked 15R housing but they just don't exist in Australia . I believe they were used on EDM 87.5 XT4's and the turbo was a VF6 . I am prepared to pay good money and the freight to Australia if anyone can sell me either the uncracked housing or even a turbo with a good 15R housing . Cheers Adrian .

We later found out that there was a mistake in the calcs and the static CR came out just over 8 to 1 . I think most could work out for themselves that the pulleys are on an EA82 ... I would like to know if there is a factory 71/81/82 piston that could raise the CR of an EA82T to around 8.5 to 1 . Cheers A .

Someone here in Australia mentioned that in 1986 only there was an NA version of the EA82 with 8.6 CR pistons , does anyone know anything about these ? I suspect that there is some confusion between EA81 and EA82 pistons and the 8.5 to 8.7 CR range are possibly carby 8.7 CR ones . Can someone tell me for sure if EA81 pistons fit and work in EA82T engines because some would like more than 7.7 and less than 9.0 CR . Cheers Adrian in Australia .