Myxalplyx

The flow rate of an XT6 fuel injector is 185cc. It is not swappable with EA82 injectors (At least not the injectors for the EA82-T).

Those are some big words! I have been seeing other here say the same. Does anyone have any before and after cam installation dyno numbers? I'm interested in seeing just how big a difference the cams make. I've seen your dyno sheets WJM but I may have missed others that showed a before and after scenario. You now of any links or what not to someone with this info?

They regrind your stock core.

Thanks for all of the info Joseph. Really informative! Now I'm going to cry. You sold the car to a TJ? That was months ago right? What does he think now? Is he willing to sell the car to me? PM me if you can. I've always wanted a turbocharged Justy. I got to have one. Gotta, gotta, gotta. And a turbocharged XT6.

Ok...it's summer. What did you G-Tech and how much hp/torque did you get if/when you dyno'd the car?

I've talked to WJM in PM off and on about the cams for N/A engines and he noticed the same thing as I. I have a set on my 1989 2.7ltr XT6. DeltaCamshaft stated it's the first one they did for the XT6 but it's the same cam grind as the N/A EA82 engines. I was told that I wouldn't lose any low end and I'd get some top end hp. I asked for a grind where if I'd lose some low end torque, I didn't mind but I wanted some more hp/torque *grunt* above 5300rpm (which is where my XT6 usually dies on the dyno). Here is the result: The Red line is my stock cams. The Blue line is what I had right after a friend (Gary Gross) and I installed the Deltacams in the XT6. The Green line is what I got after playing with fuel enrichment and adding base timing as far as I could go (Disty was turned and maxed out). Notice the significant low end power loss but a small top end gain AFTER trying to tune it on the dyno. It's still not tuned to where I'd like fuel wise but this is my experience after having the cams installed on an N/A ER27 engine (similar to EA82 N/A engine). Your experience may vary but you have something to go on. My mods are listed below. Also, if you are looking for different profiles of cams people have, check out this thread. http://www.ultimatesubaru.org/forum/showthread.php?t=11592&highlight=Deltacams My camshaft profile is listed there as well. Take Care!

Whoa! Slow down there. I know that the XT6's ER27 is sensitive to timing changes. I was able to gain 10hp/10lb-ft of torque by playing with the timing according to dyno charts. I'd figure that an EA82 N/A would be able to gain 66% of this amount (6hp/6lbs-ft) if the same advance was done on it.

Exactly what year/model of ECU do you need?

Well, you already know that all you need is a couple of TWE parts (if they come out) to get it up to speed with a stock WRX. In a straight line anyways.

Notice the rear bumper is from an older XT.

Awesome! I liked the video and the way the car sounded while it was airborn. Does the guy in the first pic have an exhaust leak? Just wondering about the smoke underneath.

I remember seeing that a few times as well. Wasn't the back of it off of a Honda Civic hatchback?

That's incorrect! A typo perhaps. I do remember reading the same thing myself either online or in a Chiltons (or like) service manual. The FSM (Factory Service Manual) states the compression ratio for the XT6 is 9.5:1. On the good side, I've read online that it's a closed deck engine, which really surprises me.

I don't mean to add fuel to the fire but I'm kinda MorganM on this one. I'm a pessimist anyways so. I didn't really think these care could put out because if they did, I thought by now we would've seen a lot of instances with people kicking booty in the 1/4 mile or having some really impressive dyno numbers. I haven't seen any of that. On the flip side, TWE saying they can hang with stock WRXs is encouraging. But that's just talk. No timeslips, no dyno numbers. That bother's me. I get dyno numbers for pesky stuff. Heck, I just went to Home Depot today and picked out some 2" plumbing pipes that I'll be fiddling with on my XT6. I've been reading a lot about intake design and pulses going to and from the valves, air velocity and such. I just want to test this out with smaller intake tubing to see how it affects the powerband. I'll happily post up if I get it finished because as soon as I get it done, I'm off to the dyno. I'd love to see more info (1/4 mile times, dyno slips, etc) of some of these kick arse EA82-Ts out there.

Contact Paul Singer in the Yahoo XT6 forum. His XT6 is supercharged. I figured a supercharged XT6 would be great for off-roading purposes.

Just as a reference point, remember Paul Singers Supercharged XT6? No? "Ok got the skinny from the dyno shop on the project supercharged xt-6 225 hp at 6000rpm 232 ft lbs of torque" From Yahoo XT6 board I can't remember the amount of boost he had but it's not intercooled so I figured it can't be that high. These numbers are from the crank on a dyno stand. I know from personal experience that my XT6 doesn't seem to take to just about any mods I throw at it. Also, lets keep in mind that 'we' do not have to shoot for a hp/torque goal to reach a certain performance level. We can shoot for a certain power to weight ratio. 200hp/torque in a 2400lb scooby has the same performance as a 2000lb scooby with 167hp/torque. You can make a comprimise. Another thing, you can 'cheat' if you like of course. Yes, you can and may break something but even if you don't reach your power-weight ratio, you can always add a bit of nitrous. I did this on my Outback Sport and with the turbo I had on it, it worked wonders. Just keep an eye on your EGTS and air/fuel ratio and keep your ignition retarded and in check and things may work out. Just some ideas! I KNOW that I won't be reaching any goals on my XT6 just playing with hp/torque N/A. I'm thinking about the suspension, tires, weight, launching better, etc. Just hit at a bunch of approaches. The one valve per cylinder does hurt...no doubt. I'm going to leave this one alone. Oh yeah...Dave of ProECM has his XT6 turbo'd and he's having a blast with it. He's already talking about hitting post 300hp before the summer ends. This makes me just want to let my XT6 go over a cliff and enjoy the turbo XT6 show.

I have tried to swap the externals (plug/wires) of the XT6 to an SVX's Maf but it seems the internals of both Mafs are welded in place just before it connects to the outside of the sensor itself. You have to see the inside of it to understand what I'm talking about. That's how I screwed up my 1st SVX maf and an XT6 maf. I have also tried just using the wiring from an SVX Maf and connect it to the XT6s wiring harness. The XT6 has a 'burn-off' wire that is only used when the ignition is turned off so I ignored that. All the other wires fit. Problem was the voltage range of the SVX Maf wire going to the ECU being different than the stock XT6 Maf voltage. It threw it out of spec so an immediate check engine light would come on and idle would die off since the ECU couldn't 'talk' to the SVX maf properly. If I went WOT, it would try and hang in there since the WOT voltage was barely in spec but as soon as I let off, the car would die. This is what I posted in another thread/another site: "Looking into it further I think I know why it doesn't and won't work. Our air flow sensor sends a signal to the ECU in the range of 1-2V (I'm at work so I'm doing this from...er...bad memory). The SVX air flow sensor sends a "signal from the MAF 0-.3v w/ ignition on, .8-1.2 idling", as stated earlier in the post. Well, looking at that you can see where a problem will arise. This would explain why it idled the first night with a check engine light and then the check engine light went out every time I gave it gas. Giving it gas took it up to the 1.2 range which would bring it into the 1-2V range our ECU needs. That's my take. " So now I'm still looking for something else.

Hello guys, I'm looking to add a bigger air flow sensor (Maf) to my XT6. I have been looking for a while and my avenues are exhausted. I've tried to get an SVX Maf to work on two occasions but the voltage range that is sent to the ECU is incompatible during idle. It would just get into the acceptable voltage range at WOT (Wide Open Throttle). I'm looking for an air flow sensor with an inside diameter of 3" (or maybe even slightly bigger but 3" is enough). Does anyone know of one I could use for an 1989 2.7ltr XT6? Has anyone tried this before? I'm sorry if this is a repost. I thought I posted here but couldn't find it but I did post on the SVX Network a while back. Any help would be GREATLY appreciated. Thanks!

I've always liked the design of these type of air filters. I just always wondered about how much it flows since the surface area of the filter seems small. If I could find a shield for the bigger K&N air filters (You know, the ones that are rectangularish with the opening at the top that's filtered as well), I'd be happy. This is for a totally different application though.

Just as a heads up, there's another alternator for the XT6 that you can purchase. It's a Napa alternator (Napa part number:RAL 138530). I am using this on my XT6 now as well as others. It puts out 120 amps.

I would stick with the premium gas that I could get at your gas station. I would especially do this now considering a post I read here that measured intake air temps (non-intercooled) and intercooled. Non-intercooled air temps was really high.

That depends! If I'm lucky, I'll know by the end of summer. Besides, there's something to be said about having a 2.7-T. Displacement! *Roar*

I read in a thread 'somewhere' that the ER27 (2.7ltr XT6 engine) is a closed deck engine. The post stated that "both the EA82T and the ER27 have the same "closed" deck construction. They look the same , except for the xtra cylinder on each bank." Can anyone confirm or deny that the ER27 is in fact a closed deck engine? Thanks!

I just want to boost my XT6 to about 18psi (Intercooled with EA82T pistons) with a 50hp shot of nitrous from a wet kit. Is that asking too much? :-\ Also, I'd like to purchase a built up EA82T with a built up automatic transmission. It only has to weigh approximately 2400lbs and put out 180hp and torque to the wheels. That's all! :cool:

*Bizzump* I'd like to know what a 2wd GL-10 XT turbo weigh as well.