discopotato03

Hi all , I wish to run the slightly better 87 hotwire engine spec cams in an 87 spider turbo engine I've had rebuilt . I believe the turbo cams are 14-56 56-14where the NA ones are supposed to be 16-60 60-16 . I checked through Subaru and the part numbers are different for the 88/89 MPFI NA cams compared to the 87 MPFI NA ones . I really really need to know what the 88 and 89 L series Factory Subaru workshop manuals quote as MPFI NA cam specs for those years . MY 87 L FSM shows a single ring in the "B" id position and two in the "C" position . If basically all these EFI NA cams are the same spec then the right ones should be easy to get . Also BTW I read that in 1986 only one of the EA82 NA's had 8.5 to 1 CR pistons std , were these carby or MPFI and would anyone have the genuine part number for them ? Cheers and thanks , Adrian .

Also from memory the turbo cams are 14-56 56-14 where the NA ones are I think 16-60 60-16 . You should look at late USDM NA Spider engine cams because I think they are 20-60 60-20 , always helps to run a std set of components and those Spider ones are supposed to be it . Cheers A .

Does it have the right timing curve for a 9.5 CR engine or is it running over advanced thinking its got 7.7 CR and the knock sensors pulling it back ? If you have a late hotwire AFM engine I'd be running the NA computer , if its an early flap AFM I'd be running the early NA EFI computer and mechanical distributor . A .

I have searched long and hard for info on reasonably common RHB5 turbos here and in the US - and Mitsy TD04 family turbos . TD04Ls dont do it for me and the TD04HL turbine housing is unobtaneium here . Not impressed with MHIs wheels or trims . Basically the EA82 R15 turbine housing allows you to bolt a VF10 directly to an EA82 and if you use the EA82s front elbow on a reclocked compressor housing it all fits together . In case you didn't know the VF4/6/7 uses the same profile turbine as a VF10 , the main differences are the 10's 56mm comp exducer rather than the 4/6/7s 52mm and the larger A/R compressor housing aside from the R15 turbine housing . EA82Ts have very agricultural headers and if you change the up pipe section I think you'd alter the manifold pressure seen by the alternate exhaust ports . I like the older VF 5/10 bladed compressors too . At this stage a flange converted exhaust and std VF10 looks like being the go . Oh and where a VF10 goes a VF8 or VF8 with a VF10's compressor and housing goes . A .

Ok from Turbomaster the R15 units full part number is RHB52EW-52002EP15NRBREL3911EZ . The alphabet and a few more ... W for watercooled , 5200 for the turbine I think , 15 for the turbine housing size and 3911EZ AFAIK the compressor wheel . Cheers A .

I gather that these are pictures of the cracked spare , and thats also an R15 turbine housing ? Eyes still crossed but . Turbo spec VF68719 Serial Number RHB5 263154 Part Number 14412AA011 Are these cars/turbos rare birds where you are or unobtanium ? Cheers A .

Behind the second lobe is the smallest section of the camshaft , this is the "B" ID section . The camshaft steps up to the normal size behind this and this is the "C" ID section of the camshaft - before the 3rd lobe . So you have an A B and C ID section . All these cams have "A" stamped in front of the first lobe , the B section has either 1 or 0 grooves and the C section can have 1 2 or 3 grooves . The "catalyst" spec cams have A , 0 , 1 . The "other" spec cams have A , 1 , 1 . I think they are in some Euro spec engines , the ones that didn't have a 2nd cat in the tail pipe behind the spring loaded swivel joint . A .

Hi all , from the 87 Factory WSM it shows slightly better turbo cams under "others" rather than Australian or Swizerland/Sweden/Austria catalyst equipt model . The "other" spec EA82T cams are 12-58 60-16 valve timing rather than the usual 14-56 56-14 factory turbo cams . The usual T cams have the A01 ID marks on them and "other" spec ones are A11 , 01 and 11 meaning ID rings or grooves machined into the shaft (behind the second lobe from the front) . From the above numbers the slightly warmer cams have the inlet timing advanced 2 degrees and an extra 6 degrees on the exhaust side ie open 2 degrees earlier and close 4 degrees later . Probably trivial but their exhaust lobes also have a whole extra 6 thou of lift over their inlets , which are the same as the usual T cams both sides . I don't suppose anyone has these cams and is willing to sell them ? Good payer , cheers Adrian in Australia .

Yes , that would be it . By any chance can we please have the numbers off the compressor housing ID pad so that I can differentiate these turbos from the ADM and USDM ones with the 12R turbine housing . Long shot I know but I don't suppose you'd be willing to part with it , I'm a good payer ! Cheers Adrian . Also is it possible to see a few more pics a little further back so we can see the whole housing .

I couldn't get at the part number but it def has an R12 turbine housing . Can anyone confirm that all/most 88+ XT4's have the R15 turbine housing on their VF7's ? Would love to get my hands on one of those EA82 R15 turbine housings if anyone has one or a turbo with an uncracked one to sell . The high comp 87 (modded 8.6 CR) Vortex engine I had built really needs a bit more housing volume , it's interesting that the factory power spec is 136 hp . Better than the L 105 EA82T spec . Cheers Adrian .

Patric can you please look at the exhaust housing of your VF7 turbo and note its size ie R12 or R15 . I think it's a little known secret that some of the 7's , 88 XT4 Turbo , had a slightly larger turbine housing which would help reduce exhaust restriction on an EA82T . Cheers A . If anyone has the appropriate R15 housing to sell let me know . Cheers A .

Hi all , I was searching a while back for details of the 88XT4 Turbo having a larger turbine housing ie R15 rather than R12 . Someone here mentioned that their turbo was an IHI RHB52 FV7 . Are these turbos with this exhaust housing common in the US or rare as rocking horse used grass ? Cheers A .

Hi all , can anyone tell me the length and width of the polly v belt that drives the fan/alternatory/steer pump ? I have an L RX Turbo with the AC rubbish flicked and need to know the lenght of the single belt needed if I run Vortex pullies . Cheers A .

195/60/15 should be good then , incentive to use adjustable strut tops for a lil negative and get the tyres flush/inside . Also how thick is the middle of the wheel ? Could the inside face be skimmed (machined) to get them inwards at the front or marginal thickness std ? Please guys PLEASE , do these wheels bolt straight up to L hubs and are they hub centric or do the wacky Pug nuts line everything up . Thanks , Adrian down under .

Hi all , I've located a set of 5 Peugeot 505 15 x 6 inch wheels and I need to know if they bolt straight on to an RX Turbo sedan . The possible issues could be the std L Series wheel locating lugs on the hub faces and the difference in off set of Pug wheels compared to L RX Turbo . The worry would be the wheels/tyres being outside the std body work which would be instantly noticable . So for those L raisers using these wheels , what if any issues did you find and what did you do about them ? Tyres I was considering using are 195/60/15's . Thanks in advance , cheers A .

I don't suppose you have any pics of the front hub and or rear disc brake ones redrilled ? Cheers A . Yeah , always though Subaru drums were an easily machined up disc rear hub in the making ! With the drum part removed you could possibly machine the hollow stem section to offset in inwards enough to get an external disc over it .

Hi all , I'm fed up with the silly 4 x 140 stud pattern on my L RX Turbo and want to know if anyones drilled say another set of holes for the Datsun 4 x 114.3 pattern . I've looked at a front drive flange and I think its possible to do this so I'm curious to know if anyones done it yet . Cheers Adrian in Australia .

I tend to think that XT6's have 25 spline shafts , only a guess but the WSM shows the XT6 DOJ's as having ribbed bodies like manual RX Turbo ones . Just as a heads up part time 4WD L RX Turbos have quite beefy DOJ's , bigger in diameter than the FrWD Liberty ones do even though they have the same 25 splines at the gearbox and axle shaft sides . It would make sense to use the biggest DOJ on the largest engine option ER27 . Also BTW the RX L ones are around 5mm shorter overall than the Liberty ones (DOJ's) . Don't suppose anyone could sell and ship me some XT6 manual axles to Australia ? Would need to confirm that they are 25 spline and 505mm overall length . Cheers A .

To fill in the blanks here is the bare axle lengths for RX 5MT turbo and 1st Gen Liberty FrWD . And XT6 . L RX Turbo - 490mm Vortex XT6 - 505mm 1st Gen Lib - 525mm Cheers A .

Hi Jerry , thanks heaps for this information . By my calculator 19 7/8 inches is 504.825mm (19.875 x 25.4) so I'll call it 505.0 mm . I have some bare L RX Turbo and 1st Gen Liberty FrWD EJ22 NA axles I can get at to measure tonight . They are both 25 splined either end and by rough estimate the Lib ones are ~ 30 + mm longer than the L ones . Would you happen to know if 1st Gen Legacy axle shafts and outer CV joints are the same length as XT6 ? Thanks again , cheers Adrian . PS your shaft diameters should be 1" or 25.4mm according to the 88 XT FSM .

Hi all , been looking at XT4/6 WSMs to see where the XT6 axle shaft itself (steel bar with male spline either end) is different . The WSM shows XT6 shafts as 100AC-25 (25.4mm dia) for front wheel drive and 100AC-25 (28mm diameter) for 4WD . I am curious to know if the XT6 axles are the same length as early Legacys due to having a similar CV and knuckle system or are they in between the lengths of L series and Legacies . I am interested in extending L front control arms but you need longer front drive shaft assemblies to do it and not over extend the DOJs . I know all about adjustable stut tops so please don't go into all that , I just need info on the XT6 axle shaft length please . Cheers and thanks , Adrian in Australia .

Short of time right now but I am slowly developing in Australia an 85/56 RX Turbo sedan and the build looks like this . Newly rebuilt engine is from an 87 Aust spec Vortex XT4 so an original spider turbo unit - rare here . Unknown previous owner of this engine kindly machined the engine cases to raise the static CR to around 8.6:1 . This is a safe mod to do to an EA82T because in std form the valves are nowhere the pistons being a "non interference engine" . It gets the CR up for little cost so you retain the beefier turbo pistons - just don't break cam belts ! Also need to mod the cam pulleys to get the cam timing back to std . My piston crowns and exhaust valves were ceramic coated as well . For cams the best I could find were the Vortex turbo ones which I think are 256's . My heads have been ported - mainly on the exhaust side as they look very restrictive in std form . As I said I'm using a cleaned up spider inlet manifold but to get around its TB BS I got an aluminium plate welded on the the back of the plenum chamber so we can fit an early switch type TB and TPS (mine is a 3 plug ECU car) . I bought a Liberty RS WAIC but that goes on later . My car is still running its original 297000 Km old engine but its being used as a running template to get everything else right . Its just had 2.25" turtbo back exhaust fitted (inc a 3" cat) and its proving to be quite good though the down pipe may be increased in size to 2.5" when a better turbo is fitted . I'd like to use a TD04 "HL" style turbo because I reckon the TD04L while being good is a tadc small turbine wise . There is a rare TD04HL 15T/6 available on an early JDM auto Rex wagon but originals are proving very hard to find . You can bore an original TD04L's turbine housing out to suit and have the turbos cartridge rebuilt with the "HL" turbine if push comes to shove but an original (and rare) HL turbine housing would work a little better . I searched around a got a near new 6cm HL turbine housing from a Volvo (straight outlet housing) and this being a better designed turbine housing and for the HL turbine should be a little better again - needs Volvo style up and down pipie flanges though . I also have access to a Garrett GT2860 RS turbo but I think an EA82T would need FAR better headers than std to make that turbo work properly . Have still to make a final decision on what to make header wise but anything should work better than the std dunny S bend . Out of time more later . Cheers Coxy and all , Adrian in Australia .

Should also use a socket and "T" bar to remove the compressor jamb nut , by rights shold use a new nut when reassembling . Cheers A . Also , for some reason this site logs me off in the LSD understeer thread only so I'll post here . My Australian delivered L RX Turbo Sedan had 19mm front and 16mm rear anti roll bars - WSM quotes 19 and 16mm and it measured true . A suspension genius I know ran a business that makes these bars and made up a 24mm front and 22mm rear bars for my RX . They make a huge difference to handling though I reckon the rear should also be 24 . They kept my std rear bar as a pattern so can make what ever size I want . One thing to watch is the rear bar mount hoops , the std ones are rubbish and open up with higher rate bars so you need to make up new ones from thicker flat bar or modify something similar to suit . For enquiries contact Superior Suspension Pty Ltd 4 Lincoln St Minto NSW 2566 Australia . Cheers A .

From the Australian 91 Liberty Subaru WSM . Four types , 82AC-25 , 87AC-23 , 87AC-25 , 95AC-25 . 82AC-25 - 1 ID rings - 22 spl male shaft ends - 25 spl at gearbox 87AC-23 - 2 ID rings - .............................. - 23 spl at gearbox 87AC-25 - 2 ID rings - .............................. - 25 spl at gearbox 95AC-25 - 3 ID rings - 25 spl male shaft ends - 25 spl at gearbox http://www.rslibertyclub.org/forums/showthread.php?t=81132 I am not entirely sure of the spline count on the axle shaft ends of the 2nd and 3rd as people have found either 22 or 30 splined versions . Basically I wanted a longer axle shaft that would fit the same DOJ and CV joints as an L RX turbo has and this is what the above mentioned 95AC-25 has . In fact my Australian 87 L Series Subaru WSM shows the RX shaft as also being a "95AC-25" . I'm pretty sure the DOJ's are the same on L and 1st Gen Liberty 95AC-25 shafts so all that has to change is the CV joint to an L RX Turbo one . I have not yet had a bare pair of shafts to compare the effective difference in length but soon ... Cheers A .

Hi all , this is from my 1987 Factory Subaru Service Manual (FSM) . There are four complete shaft assemblies being 82AC - body of DOJ plain , axle shaft 1 ring , 265mm between boot clamps 87AC - DOJ cooling grooves , 2 rings , 257mm between inner boot clamps 93AC - DOJ cooling grooves , 3 rings , 242mm between inner boot clamps 95AC - As for 93AC assembly except for 25 spline gearbox/DOJ interface From what I can gather all L/MY have 23 splined gearbox (front diff) side shafts except L RX Turbo manual and I think Turbo Vortexs (XT's) which are 25 spline on the stub shafts and DOJ's . It looks like you could slot the Turbo Auto L series 93AC shaft assembly into your MY but you would may need to lengthen the lower control arms if the DOJ's look like bottoming out in the ends of their cups . One of the ways to fit the Australian CrossBred 5 stud kit to an MY was to use 25 spline manual L turbo shafts (25 spline axle shaft not CV) and Legacy CV's . It's possibly the 93AC's big DOJ with the smaller 23 spline female hole on the gearboxes side that lets it all slot together . Also for the record "cooling grooves" as mentioned above are the grooves on the outer section of the DOJ's steel body . AS for std MY shafts I think this is how it goes . Axle shaft has male 22 splines either end CV and DOJ's must also have 22 splined female holes where they fit over the axles DOjs have 23 splined holes where they fit over the front diffs male stub side shafts . Lastly the 82AC shaft mentioned above was for 1300 and 1600 carby front wheel drive cars so you can possibly forget about them . My plan is to use early Legacy 25 spline axle shafts innitially with RX Turbo manual "95AC" joints so I can extend my control arms and get some badly needed negative camber into my RX L series . Need longer shafts because longer control arms would pull the balls further outwards in the DOJs so the longer shafts place them back where they should be . Wider front track and perhaps 1/4 to 1/2 neg camber , cheers A .