Dr. RX

John, I believe he stated that it is a RX, RXs only came with EA82T engines.

By I live for these kind of challenges. Bring it on.

Well I would guess it really depends upon how long you plan to keep the car. If everything else is in great shape, then going with a CCR rebuilt long block is the way to go, or if you have a good set of heads, go with a CCR rebuilt short block. Unless you are familar with how these engines come apart, you will spend many frustrating hours trying to figure it out, it does take special tool to completely take the engine apart. There are places that sell JDM engines, that would be an option. Several cars that I have owned have had those engines in them and were very reliable. Should be able to get them for under $1000 shipped to you place. They are pretty much a bolt in replacement. Try these guys, they are in Lynnwood, WA. http://www.foreignenginesinc.com/

WHAT????? I don't think so, if Mudrat can't do it, I'm sure that I can.

Gee, that's news to me, in my more then 40 years working with turbos, I have never heard that. As for needing 3 cylinder, there are quite a few 2 cylinder turbocharged engines out there to prove that wrong. I believe the idea here is not to have sequential turbos, but to have the turbos working together, one turbocharging one bank and the othe other one the other bank. The twin turbo setup on JDM Legacys is sequential, one for lower range and one for higher range power, giving a broader power range. Superchargers rob power from the engine, and I don't consider them effecient. Using the turbos off the Yamaha motor would work, or if you could find two from the Honda turbo bike, those would work. Will, it's hard to take pictures of a concept. If it were possible, you would have shown us pictures of your proposed 300hp EA82T.

Gee, on my 85 wagon there is no release, there is just a strap that I pull that back of the seat up and forward.

Look at the keyboard, what letter is to the left of the letter 'P'????? See what happens when you have fat fingers.

Too bad you are on the east coast, next weekend at the WCSS 6 (West Coast Subaru Show) there are suppose to be two EA82 series cars that with have EA82 series trannys and EJ series engines.

There is no reason why it couldn't be done, in fact if it were to be done, that is probably the best way to do it. So let us know when you have it finished.

I don't want to put words in Will's mouth, but I think he was refering to the fact that this post is talking about modifying EA82Ts to get the hp of some of the higher hp rated EJ series engine, so your's wouldn't count (with regards to this post) because it has an EJ series engine.

The problem with nitrous is that it is addictive, that power boost iot gives you is not meant to be used for long periods of time, but people love the power it give their engines and over use it, thus shortening engine life. It's great stuff when use properly,but few people do that. I best think is to get an engine that has the power of a nitrous injected engine, but without the nitrous, the engine might last longer, but that depends upon how you went about getting those extra ponies.

Not if the new crank is counter balanced properly.

Like I said, a different crankshaft would have to be ground, you can not get an even fire using the current crankshaft. The idea is to have the firing sequence be left, right, left, right, not left, left, right, right, that way there is a balance to the firing. An even firing engine is not called a "boxer". A note: This gets more critical the more cylinders you have.

JWX, did I ever say that creating an even firing Subaru would be hard?? Re-read my posts, the word 'hard' is not in them when I was talking about creating an even firing engine, that was your word. I don't mind having a lively discussion, but I don't like being misquoted.

Gee, the only difference between what i said a you said was that Will might use a distributorless system. Do you think getting a new crank ground correctly will be inexpensive?? How about the camshafts??? Will, it would be much smoother and less destructive on the engine to have the even firing. Creating that much horsepower will necessitate quite an explosion in the combustion chamber, not once on every other side, but twice in a row on each side, how long do you think the bottom end will take that? But like I said, go ahead, prove us wrong, I'll be the first to congratulate you if you are sucessful.

Thanks Moprgan. WJM, the answer is, "No without major rework." A new crank will have to be ground, new cams ground, a new distributor, those are the major thing, there are quite a few minor things that will need to be changed also.

Seems that you forgot the second part of what I said. Yes, you can increase power without increasing capacity, but doing so decreases reliability. I said that manufacuruers increase displacement to increase horsepower, and maintain reliability. As for the boxer engine, it was once thought that a boxer engine could never exceed 3.0 liters in size because of rotational mass, but Porsche proved that wrong with it's 3.2, 3.4, 3.6 and now 3.8 liter engines. There are other eliments of the boxer engine that experts says are short comings, like the reason why it is called a boxer and not a 180 degree V engine (like Ferrari's). It is thought that the stagered throws on the crank are limiting factors, but all it will take is someone to come along who didn't know the assumption, and prove the experts wrong. Will just might be one of those individuals, only time will tell. I wish him luck in accomplishing his goal. But don't blame me for being sceptical, I'm in good company.

Yes that is a good deal, it will also have the VLSD rear diff.

If you can wait until the show, you can ask Mudrat.

HHHUUUUHHHHH?????? Where did that come from, I wasn't the one who increased the engine size to increase horsepower, the manufacturers did. I actually prefer short stroke, big bore engines, they rev faster and higher. My 96 WRX STi pulls 187.9hp at the wheel. It was dyno'd last weekend, it was low because of heat and humidity (the testers comments, not mine). It is a stock EJ20G.

I know it sounds like I'm not supporting WJM, but that couldn't be farther from the truth. I have just tried to convey my experience so that he doesn't make the same mistakes. I would really like for him to do his homework before he jumps into something like this. Talk to some Porsche tuners, the engine are similar enough the techniques they use will work on a Subaru. I do know what it is like to be on the ledging edge of engine development, I was turbocharging engines in the late 60's and early 70's, long before it was considered and acceptable way to boost and engine.

You know, I once talked as you do, I told all of the old engine builders that they were blowing smoke and didn't know what they were talking about. But years of working with engines have proved them right, I now wish that I had listened more to what they had to say. I guess it is something about being young that causes you not to listen to experience, I know, I never did when I was your age. As for UltimateRX, no that is not what I was talking about, but you seemed to imply that I only did things with EJ series cars, I wasn't sure if you knew about my EA series project. No, I have never meant WJM, I would really like to though. THAWA, pretty much the same as I said above, plus I think I stated that he would never build it for $6000 or less, not that he would never build it. maJJORD, I have worked on many boxer engines, VW's, Porsches, and Subarus, the design has certain limits and the best way to increase horsepower in a boxer and maintain reliability is to increase displacement. Look at Porsche, their SOHC engine started as a 2 liter, it is now up to 3.8 I believe, the VW engine was 1100cc I think at the beginning, I believe it was 2000cc at the end. Subaru has done the same. Porsche tried many times to create a high horsepower small displacement engine, starting in their RS race cars and ending with the Carrera 2 (sp?), these were DOHC engines, started out with roller bearings in the crank, but ended up with plain bearings. The last engine was 2 liters, and it only had 130hp, of course it was N/A fuel injected. They did make an eight cylinder 2 liter that had around 200hp. So, with all this in mind, if I were to try to build an EA82T to make 300hp, what would I do. First I would work on the weakest links in the engine, I consider those the timing belts and the intake air flow. For the timing belts, I would work on building a geared system to turn those and the other timing belt drive acessories. If your engine doesn't breath right, you'll never get the horsepower you are looking for. I would probably build a new intake, on with better flow characteristics, I would completely rework the flow on the heads, maybe even create new heads, I really don't like the fact the the exhaust flows through one port. I'd use stainless steel valves in the head, as big as possible. Next I would tackle the recipricating parts, I would have a new crank ground out of a single billet, that would require reworking the lower end on the block for clearance. I would have the crank nitrated, and journals micro polished. I would use 'H' beam forged rods with forged pistons, the shirts on the pistons would be teflon coated and telfon buttons in the wrist pin holes, probably about 8.5:1 compression ratio. I think the cam Will stated is a little too mild to produce 300hp, I would increase the duration and lift a little. I would go with two turbos since the car would be road raced, that would reduce the turbo lag and increase the boost. As you can see, such an engine would eat up $6000 pretty quickly.

Gee Matt, sorry I didn't hear about you alternator problem, I think I have one around here that would work, but I'm probably too late. I'll probably be leaving somewhere in between Matt's group and Zap and Qman, probably be leaving my place around 7 AM, that should put me in Hood River hopefully around noon (us old guys need to stop more often then the younger guys and I wouldn't want to hold anyone up). I've got Zap's and Qman's cell numbers, could I get one from the nooner group so if I get in trouble along the way, I can call someone and maybe they can help me out?

It is apparent that you don't know about UltimateRX. I just stated that I had build something that could do what he said he was trying to do and didn't spend as much money as he thinks it will cost. Yes, it was pretty much a bolt up, but that was the beauty of it, it didn't take much to put it together, but when it came to wiring up so that it would work, that is something else. I am also hear to tell you, with over 40 years of race car building experience that you will never know someone who will build an EA82T like that for $6000 or less. Believe me, there are enough people out there with the passion for older Subarus and with the funds to do such an engine if it were possible, but guess what, nobody has done it. If I thought it was possible, heck I would have done it. I personally think it is insane to put that much horsepower into an EA82 series car, for one thing that unitized body will never take that kind of horsepower and the torque that would go along with it. I don't care what kind of brakes you put on the car, if you go too big, you will rip the suspension right out from underneath that car. So go ahead build it if you think you can. make me eat crow, nothing would please me better. But remember, I will also be here to tell you I told you so when it doesn't happen.

OK, so tell me when they introduced the Impreza. DUH, let me see, somewhere around 1993 I believe. And the first Legacy RS's were built by STi, but it wasn't known as STi then.