Myxalplyx

This is why I asked. For those people who like keeping the stock look but have some extra power underneath. I thought it may be more complicated trying to fab a hood scoop at the proper location then by using an air/water intercooler setup that's already out there for the Subaru. It would be nice to see someone that has already done this though and their take on the results.

Hello Subarutex, First off, I just wanted to say that your ride looks VERY nice. I really like how you hooked up the intercooler with the hood scoop. I just have a few questions if you don't mind. 1) What is your Sensor Calc and Sensor Number setting for your Apexi SAFC on your EJ18 setup?, 2) What kind of tubing/piping are you using to connect your Maf sensor to your turbo, turbo to intercooler and your intercooler to your throttle body? Where can I get this tubing/piping?, 3) Your cold air intake setup looks sweet. How did you go about hooking the air filter to the Maf sensor? This part seems more difficult than hooking the Maf sensor to the rubber-like piping since the air filter to MAF seems to require bolting up. 4) Will an xt6 flywheel, clutch, and pressure plate be able to fit a 1985 RX? Sorry for all the questions but I'm trying to learn something here. Really nice looking setup you have. Looks promising! I'm dying to know what kind of trap speed your car will run in the 1/4 mile but most people here don't go to the strip so I don't ask anymore. *hint, hint* If you don't want to give away some of the information, that's understandable. I am looking through your website now (wasn't aware of it before). I can see how you re-modified your intake from what it used to be to what it is now. Nice! Does anyone know what is the widest tire you can use on stock rims. I have some 175/70-13's with Goodyear Decathalon tires on it that I'd like to make wider in the future. Thanks!

I didn't get to go to the Pine Barrens meet due to me having to work. It was nice to be able to put a face to some of the names on this board. Ron, Skip, Mike, Dennis, Trogdor (I think I got all of you). I gotta get some sleep for work (4:30a.m.). See you guys around. Mike, the rims are already looking nicer after a good washing. L8Rs

I did a search and couldn't find any information on this site pertaining to my question. So here it goes.... Is there any reason why the turbocharged people here haven't considered using an air/water intercooler like that from the Legacys? I'm thinking that maybe the Legacy air/water intercoolers and other parts would be able to fit in some of the 1.8ltr turbos engine bays where the spare tire would be. Just curious! I think I read of one mention of it here from a guy named 'Adam N.D.J.' thinking about using it but besides that, I couldn't find much. Here's an interesting how-to page that I found someone linking to from another site. Fitting Legacy Air-Water Intercooler to WRX

Yep, they are $25.00 per injector. Don't send in your injector o-rings with your injectors. They are liable to keep them and not replace them with new ones. That happened to me once. L8Rs BTW: A guy mentioned this site on another site and said they had a fast turnaround. C&C Motorsports Automotive

Perhaps your fuel injectors weren't contributing enough fuel in cylinders 1 and/or 3 causing the pistons rings to overheat. I hope that's not true and I'm probably WAY off but that is what happened to project RX at the Subespeed site. I believe he was making a highway run as well. Good luck!

A set of those wheels with shipping included will probably be more than most of our cars, in some cases 3 of our cars or more.

Besides the cheaper prices, is there any reason why someone should go with Delta? I mean, is there anyone on the this site that has tried Delta and have gotten some positive results from a regrinded cam?

And yet another thing.....*Don't mind me, I think I am drinking too much Mountain Dew here at work (the orangish/red one at that). Thermostat notes from the Subaru EA Performance Page "Thermostat The thermostat is one of the most overlooked performance enhancements. By reducing the operating temperature of the engine a number of things happen. First, volumetric efficiency is increased. That is when the engine runs cooler the air/fuel mixture entering the engine is also cooler. A cooler mixture means the mixture is more dense. The higher the mixture density the more that can be packed into the cylinder. You would be surprised how much more responsive the engine becomes just by changing the thermostat from 195°F to 180°F. The next step would be a 170°F thermostat. 170°F thermostats for the EA series engine are hard to find however almost any 170°F thermostat with a 54mm diameter will work. The little 'jiggler'' valve is not required but its preferable. The valve helps to purge air in the system and allows a slight flow of water around the thermostat to eliminate any temperature differentials between the area around the thermostat and the engine itself. Second, with the combustion clambers running cooler a lower octane fuel can be used. Or if you're looking for better low-end torque, you can advance the ignition timing a few degrees without having to worry about detonation. (Author's note: After installing a 160°F thermostat the performance increase was negligible. However, I was able to advance the ignition liming another 2° and use 87 octane[R + M/2] gasoline with NO detonation at all!)"

I was just reading up for the 100th time at the Subespeed site about the modifications they guy did to his RX. One thing that is looked over is to have those old injectors cleaned. He had a bad injector which caused a leaner condition in one of his cylinders, which eventually lead to built up heat causing failure in that cylinder. All of that would've been avoided with a good set of injectors (and a good fuel pump as well). Just thought I'd share!

Anyone else like to add to this post? I was trying to find out what the curb weight of a 1985 GL-10 Sedan is. I'm assuming it's the 2405lbs for the manual trannied 4wd version. What does d/r stand for? If this weight is correct or close, man, those older scoobies are LIGHT.. From Joe Spitz's site below: Subaru 360 = 1, 756lbs 1975/76 model: 2 Door Sedan = 1985lbs, DL 2 Door = 1985lbs, Auto = 2040, DL 4 Door Sedan = 2030lbs, Auto = 2085lbs, DL Wagon 4spd = 2145lbs, Auto = 2200lbs, 1975 GL Coupe and 1976 DL Sprt Coup = 2005lbs GF Hardtop Coupe = 2060lbs, Auto = 2105lbs 4wd Wagon 4spd = 2190 1988-1991 XT6 Full Time AWD = 2885lbs Front wheel drive XT6 = 2815lbs Front wheel drive GL (XT4) = 2580lbs

Thanks Dennis! This is good to know. I guess now it's time to bust my arse all winter and spring working overtime to get things in motion. Hopefully, things'll go smoothly and I'll own my 2nd old school scooby with some change to modify it. BTW: Dennis get that car together. If Rallispec finishes the cat converter work this week or early next, I'm going to shoot up to Atco to try and break into the mystical 83mph range with my trap speed in the XT6. It'll probably not happen but I miss going to the track something terrible.

Ok, then a good deal of people know what doesn't work and they know what it'll take to fit a Legacy turbo. So the general consensus here is that there are no replacement/upgradable turbos that can just be swapped for the 1.8ltr turbo, right? I have a Toyota Celica All Trac Turbo just sitting around that I'm not doing anything with. Any Toyo mechanics here familiar with that turbo? Could it fit the 1.8ltr scooby with a little modification? I'm ignorant so I ask these questions. Thanks!

Thanks for the speedy reply. Any reason why he can not get boost over 7.5psi? If I get this car I'm looking at, I am just trying to find out what I'm up against. A turbo timer seems like a good buy so that's something I'll have to look into. As far as the psi goes, I thought a simple manual boost controller would solve getting the boost to a higher level. ????

So Hondasucks, How much further have you came as far as modifications go? Have you added any intercoolers and if so, did you notice a difference in power. Someone earlier in this thread mentioned that the car already seems like it has too much power with just the intercooler added at stock boost levels. I can't imagine how it would be with twice the amount of boost. Stock is 7psi right? So 14psi and a decent intercooler would be

Scrub2k (Matt), Hello, I just had a few questions about the 1987 GL-10 TurboWagon 3AT you own. Just a few questions on performance. I'm sending u a PM if you don't mind. Thanks!

I was stating that ER27 (2.7ltr XT6 engines) fuel injectors are not interchangeable with EA81T engine's injectors. EA81Ts and EA82Ts are probably swappable from what you are saying though. It cost around $25 per injector for a total of $150.00. Sent out late one Monday afternoon and got it back Thursday. Injector cleaners didn't work so well for me and I was trying to rid the XT6 of the dreaded 'stair-step-acceleration-phenomenom' that so many of us experience. Also, I couldn't pin-point why my car was running so lean during nitrous runs causing me to shut down midway between runs. I wanted to be sure the injectors weren't a factor from being too dirty and I needed to know just how much they flowed. I know now the best thing I could've done was run a wet nitrous kit but unfortunately, there weren't any Zex wet nitrous kits out. Now there is. I think I'm finished trying to do anything with the XT6 for now though.

I have a set of Subaru 1.8ltr turbo injectors in my garage. Those injectors are not the same as the XT6's (2.7ltrs) injectors so they are not interchangable. I wished! Stock XT6 injectors are 185cc units. If you want big hp, stay away from them. Here's a pic of my stock ones before and after they were cleaned. Good luck! http://mywebpages.comcast.net/thomasck/XT6Fuel4.jpg I tried to post the pic here but it is HUGE. 500k Sorry!

That's me with my pride and joy. Now I'm all into my XT6.

Can you put this info into a new post? A thread that has the title Justy and Turbo in it for easy searching would be nice. I've always wanted to do or see someone do this in a Justy. It's a dream of mine that my wife doesn't hesitate to swing a mental stick at and beat it down. Please....more info!

After reading a thread at a Yahoo XT6 site, there was a mention of a site that has performance clutches for the XT6. At this site, it has a variety of performance clutches for older model subarus. JD Performance Has anyone here purchased a performance clutch from this company? What stage? Did you receive your clutch in a timely matter and how did you like the clutches' performance? Thanks!

My wife HATES my subarus. Remember that movie the burning bed. If things get too bad, then it'll be the burning Scoobs. Funny thing is she wanted me to purchase either a new 2.5RS or a WRX. I went for the XT Turbo and she was like :madder: $$$$$. Oh well, I tried. Congrats on your haul! Where I'm from I can ask for the floor mats and the guys are like, "Oh they are the special edition subaru mats. I'll part with them for $100". Buncha hustlas!

Any updated!?!

Actually, it may be a little easier for me because of XT6Wagons help on here. He provided a key part that is difficult to make for these cars. The part in particular is the header (or is it exhaust manifold?) that goes from the exhaust ports to the turbo. It seems you would have to have the header and the uppipe to the turbo integrated unlike the late modelled Subarus where that's not necessary. All that's needed on the late modelled EJ25s/EJ22s that are being turbocharged is the up-pipe that goes into the turbo itself. 2nd, unlike the late modelled Subarus I spoke of earlier, your downpipe that goes to the cat converter has to be modified. Sure, you don't want to use the stock cat converter anyway because the piping diameter (it's around 1 5/8ths or something like that...the outlet of the cat) sucks. Even if you wanted to use it, the stock cat converter has 2 inlets. Each inlet comes from 3 sets of cylinders. Each inlet is hard piped into the stock header itself, not separated or can be unbolted. It even makes getting an aftermarket cat converter for it near impossible. I have yet to be able to find a double inlet cat converter that I could fit under the XT6 to fit and even if I could, the header's piping would have to be modified because all the aftermarket cat converters with double inlets goes straight into the cat. The stock cat's inlets goes into the cat at an angle. :madder: These are a couple of things that will be a headache in turbocharging the XT6. Hodaka Rider, I'm trying to have an intercooler added that I purchased. If you know of anyone that has already done this on an XT6, please let me know. Pics would be great also. My car is in a shop right now. Thanks!

Wow, one of my favorite subjects and I failed to keep track of this thread. You could perhaps get a fuel injector controller like a Hyper SFC or the Apexi SAFC (which I was unable to get configured to work with the XT6 but I'm not expert). You could also increase the fuel pressure. I've had an AEM fuel pressure regulator adapted to fit the XT6 off of a late model Honda Prelude. Only thing that has to be modified is the screw hole that holds it in place. Have to bend it a bit but it fits. Also, I remember ProECM has developed some type of fuel management system where you can add extra injectors for your turbo setup. Dave of ProECM has been successful doing this. (http://www.proecm.com) Send him an email for details. He's vacationing in Australia though until the 1st of October but may still answer the email.