legacycentral bbs

Did you have to cut down your throttle body opening to take issue to room for the IC outlet? I know it had to be done on the stock 22T throttle body (helped do it on Phil's/BAC5.2 car).

Nope, I wasn't comfortable doing that. I wanted lots of clamping force on the IC and TB. I trimmed the pitchmount, "massaged" the firewall, "massaged" the hood, rerouted some of the harness, and routed the windshield wash lines internally in the hood.

BIG NEWS... the stock WRX BOV vented to atmosphere is fine, my greatest friend, all props to CHRIS RAZL of toronto, in the world created a circuit like this for me to try:



note the V1 wire can be found on the B48 connector, Pin #9, as decribed here:

http://www.surrealmirage.com/subaru/fil ... _page1.jpg

Turns out the 440's are too big for my setup. 1/4 turn on the pot resulted in a massive change in the amount of vac required at cruise speed. 75mph was nearly 4psi, now its 15in of merc. The richness was causing me to open the throttle to maintain cruise, which in turn caused the turbo to spool.

I'm bleeding off probabaly about 5% of my MAF voltage. I'm getting Better throttle response, better idle, better cruise, and best of all, better torque at all RPM. It pulls like a TRAIN to 110mph. I get to scared to go any faster. And I plan to go no faster thanks. This maf bleed wont work for most, but for my setup it seems like I'm looking at some engine management hardware in the near future.

Nice. What's your list of mods then?

Thanks for the info btw.

dropdfocus wrote:Nice. What's your list of mods then?

2.5DOHC HLA Heads P&P'd with matching intake
TD04
Stock header
Stock Exhaust
Cheap cone air filter
WRX TMIC
WRX BOV - to atmosphere
440cc Inj, with matching rails to fit intake
KYB AGX's running lots of front camber

Hey Jason... you did a head swap, how did route your PCV lines? all mine are to atmosphere right now, but the smell is giving me a headache.

I was thinking about rounting the cylinder head vents together with the front crankcase breather. Ie three lines going to a T. Then take the rear crankcase line and plumbing it to the (currently) plugged PCV valve on the intake. But what happens when the intake comes on boost? wont that pressurize the case as well???

Well, I'm still in the midst of getting mine all together. I finally puchased the TD04 I've had my eye on for a couple of weeks (30k miles for $120 shipped). I have a full stock WRX exhaust to go on the car yet too. My neighbor Matt (legacy92ej22t) is going to help me with making it all work.

As for the PCV & breather with the n/a 2.5 DOHC setup, the tube comes from the motor up to the PCV and the breathers do route behind the block and T together and go up to the intake tube.

WEll I haven't updated on my build in a while...I'll get more recent pics up later this week or weekend.

I have to go FMIC, there's no way to get the WRX TMIC in my 98' lgt. The FMIC is all mounted, and the piping is half done.

I ended up going full standalone with a Link ECU. It's all wired, as is my Zetronics Wideband.

I went with 810cc Deutschworks SR20 injectors. You can use any SR or KA series wiring for them, just cut of the subie stuff and put on the nissan stuff.

My battery moved to the trunk. I also relocated the HVAC controls to below the radio, which is a PITA, but doable.

Now the bad: WRX parts are not bolt ons. I bought aftermarket exhaust and uppipe, and am in the process of modding all of it. Also, the td04's outlet basically aims straight at my TB. So I've clocking the outlet housing and angling the whole turbo to better fit my FMIC setup.

Like i said, I'll try to getmore recent pics up later this week, but here are some pics from july that I forgot to post here.

My buddy turbo'd his '99 LGT with the EJ25 block & utilized the WRX intercooler. Not sure how exactly, but he's also running a TD04 w/ plans to go to a TD05 16g.
Right now his only add-on electronic management is an Apex-i AFCII. It's working alright for the time being, but he knows he needs a true stand alone unit for it to work 100%.

Well I don't see how he did it without bashing the hell out of his firewall, and possibly cutting the TB. Both of which I was not going to do. Either way, I'll need a fmic when I go big turbo later.

Nothing like launching into a 2500km road trip to test the setup!
(Halifax NS to Montreal Quebec) and hopefully a stop at the dyno in ottawa.

Well management is a must with these 440's on my setup... To get the damn stocker ECU to go into closed loop I have to bleed off soo much maf signal... however it gets confused as hell when you pull of the highway... 1200km down and it idles like hell.

I'd bleed MAF untill you could see the voltage start jumping around betwen .3 and .7V on the o2 sensor plus its nice to know when you're hard on it (13psi) that its rich.


Ghetto I know

Been running 11-13L/100km @ 120-140km with stints up to much much higher.

oh well. I still gave a covette stingray a good run for its money as well the a new VW Golf GTI untill I SLAMMED in fuel cut in 5th gear at 4500ish rpm. Embarassing.

BB


Rollin' 250,000km on boost

Dang, I'm so tempted to go DOHC.. I've got my EJ22t bottom end all freshened up with new bearings, forged pistons and killer wristpins.. I've had my heads cleaned, valves ground and seals installed, but I keep seeing people drop in the DOHC heads and do well. Hmm...

I've got:
bored .020 over
equal length turbo headers
Weisco Pistons
TDO4 turbo
TMIC...
Urethane Engine mounts
Drilled rotors
Exedy 6-puck clutch/pressure plate *love a stiff clutch*

The rest of my money went into:
Fresh axles, bearings, suspension...
Freshly rebuilt brake calipers...
Tires
Black wheels

How much nicer would I be running with DOHC or SOHC later model EJ25 heads? Are mine THAT bad?

*apologies for a slight hijack, but it's still on topic*

Phase II 2.5 SOHC heads flow much better than the WRX or STi heads for some reason. People who have bolted them on have seen a noticable difference in intake flow to the combustion chambers.

dropdfocus wrote:Phase II 2.5 SOHC heads flow much better than the WRX or STi heads for some reason. People who have bolted them on have seen a noticable difference in intake flow to the combustion chambers.

I'll bet SOHC is a bit easier to bolt on, since the timing/cam sensors dont need changed like the DOHC. Or do they?

Here's some pics:

Engine back in


Battery relocation: I used 2 kicker distribution blocks, one for the engine bay end, and one for all the grounds in the trunk. I think this made for a nice clean looking installation. Oh, and don't worry, I'm not using that battery, I'm gonna pick up a closed/sealed battery. Either an optima or a stinger.




Here is where I mounted the zetronics LCD. I was not to happy to discover that I have to buy the EGT and boost sensors for it seperately...So until I have $200ish to drop on those 2 sensors, this thing is virtually worthless...



And here's my friend T-leg in my garage. We were putting 3" TBE exhaust on it. I was hoping that having a running T-leg next to it would motivate my car to get it's self running...it didn't work



But, now that the hardest part (as far as I'm concerned) is done!!! Thanks to my wiring genius friend, my links and zetronics are wired!



And finally, this is my uppipe I was ready to finish up when my welder crapped out, and I got angry and drove my truck over a tercel.



And the "Anger Managment"



So that's where my car sits. I'm bringing my welder into the shop today and hopefully I'll have it fixed soon so I can finish all my pipework.

Nice. Keep us updated with more pics as you go!

Legacy Rally Guy wrote:

dropdfocus wrote:Phase II 2.5 SOHC heads flow much better than the WRX or STi heads for some reason. People who have bolted them on have seen a noticable difference in intake flow to the combustion chambers.

I'll bet SOHC is a bit easier to bolt on, since the timing/cam sensors dont need changed like the DOHC. Or do they?

Not sure about the sensors but the SOHC 2.5 NA heads flow even better then the DOHC and you don't have to worry about interference and timing belt jobs are sure a lot easier. You probably wouldn't have to alter the up-pipe for it to fit either like you do with the DOHC.

All in all, the SOHC 2.5 heads are the better choice but they sure are harder to find.

Yeah, what he said...
I'm running into having to customize the UP & DP to make the TD04 work on DOHC heads & intake manifold. After looking at my friend Chris's WRX intake manifold, it looks like the WRX one would allow for ease of installation with the DOHC heads, but you'd need to get the manifold & the TGV section to make it all work. Plus everything on the WRX throttle body is opposite (senor & throttle cable locations) of the Legacy '90-'99 throttle bodies.

[quote="legacy92ej22t"] ...You probably wouldn't have to alter the up-pipe for it to fit either like you do with the DOHC...
quote]

Hmm... The stock T-leg up pipe bolted right to my EJ22T with the ph1 2.5 DOHC heads in my mock up, its close but should work just fine. Mines not in the car yet so maybe I'm missing something?



Gary

Well I know that my uppipe hit, and my turbo would not have worked even if i could have bolted it up. maybe it's the WRX uppipe, but that doesn't makes sense since I know people w/ t-leg pipes on their wrx's

The UP & DP are not the problem.

The EJ25 intake manifold interferes with the inlet from the TMIC and the turbo. The EJ22T, EJ205, & EJ257 intakes are made to clear this as the EJ25 is not since it's made for an N/A motor.

Modifying the UP & DP allows for someone utilizing the EJ25 intake setup to move the turbo into a more acceptable placement.

That makes sense, I’m using the JDM EJ20G manifold, it fits the DOHC ports and will mount all the stock EJ22T sensors, seems like the best option if you’re keeping the stock ECU. I did notice the bracket that braces the top of the EJ22T up pipe wouldn’t work with the DOHC heads but I’m just gonna do some fab work there.

Gary

ah, that makes sense. All you guys are probably building these hybrids to go into OBD-I cars, so your using the T-leg manifold. Where as I'm putting it in an OBD-II car and keeping my ej25 manifold. It all makes sense now.

Yeah. Most everything swaps over easily, but the intake manifold is the only thing that doesn't work out too well if you keep the stock EJ25 one. I almost thought about using a stock EJ22T manifold, but the flow rate is a bit lower on that vs. the EJ25 N/A manifold.

All_talk wrote:

legacy92ej22t wrote: ...You probably wouldn't have to alter the up-pipe for it to fit either like you do with the DOHC...
quote]

Hmm... The stock T-leg up pipe bolted right to my EJ22T with the ph1 2.5 DOHC heads in my mock up, its close but should work just fine. Mines not in the car yet so maybe I'm missing something?



Gary

I'd be surprised if that y-pipe works when you put it in the car.

Yes, your right, it has to be extended just after the 90 at the turbo. If funds permit I will go with a silicone Y right from the start, if not I’ll cut the stock piece at the bellows like lots of others have done, then upgrade later. You can see the offset in the pic. You can also see my Modified TB, I chucked it up in the lathe and turned it back then cut a new lip, gained me about 1”, that with a little trimming on the pitch stopper mount gave me good clearance around the IC. Next step is to do a little cut and weld on the IC, I’m gonna cut out the stock BOV mount and plate it off, then add a fitting on the other side of the TB above the turbo.



Gary

Arctic Assassian wrote:I'd be surprised if that y-pipe works when you put it in the car.

Well duh, the intercooler needs to be attached to the piping... Jeez. (j/k)

Why not? I've personally seen this work, but you have to modify the firewall to accept the intercooler & piping.

I got a lot of stuff done this weekend, here's the picture worthy stuff:

IC Piping



Hot Side



Cold Side



And the ECU and Wideband. It fit nicely into the stock ecu spot, with some minor adjustments of course.



I'm Still shooting for a mid week start up, but we'll see how that goes....