legacycentral bbs

Has anyone ever actually tried to mount the stock twin turbo setup in a LHD car? I see this being a big no. Main reason being that most people hear about the VoD and poop on themselves. However, I can't find anyone that has actually tried to do this. All I can see is people saying, "OMG EJ20DETT!!", and someone saying it wont fit in a LHD car. Sometimes you get people saying it messes with the brake master cylinder, sometimes the brake booster, sometimes the steering rack, and sometimes all or any combination of the three. Some people even go so far as to say you need a custom uppipe. The reason I don't really believe that many have tried this is that it requires one of three crossmembers, a BD5/BG5, a BE5/BH5, or a GDA/GGA/GDB/GGB crossmember. And I can't see someone acquiring one of these back in the day (because apparently this has been well known knowledge for quite some time), and I really can't see someone with a BC6 putting in one of these crossmembers just to try it. Nor can I see any of the new kids trying to put a twin setup on their GDA/GGA/GDB.

Anyway, whilst my engine is out, I tried to mock up a complete EJ208 exhaust with the primary turbo bolted to it, my car is a BC6 with a GDA crossmember. It comes very close to, but I don't believe it makes contact with, the master cylinder. Now I may not have measured properly, and I could be just a few cm off, but I believe that at least the primary turbo will fit with the stock uppipe going to it. The heatshields will almost assuredly not fit, so some sort of coating or wrap will be needed to minimize the amount of heat transfered into the master cylinder. I have no primary downpipe to mock up with it to see if it actually contacts the steering rack, but from the pictures, it looks as though the primary downpipe tucks in to the right side of the car just after the turbo. Is this enough clearance? Who honestly knows? I suppose I can try mocking it up on the engine sitting on a stand with a spare rack, and see if it makes contact, though I doubt I could get the u-joint angle right. I think maybe the cat in the primary downpipe wont help the situation, it is located right in that area.

And since I'm sure I'll get the post about why do this, since a single makes more power, is simpler, and whatever. Yeah that's great, but I'll eventually have a new project that will hopefully do much better than any stock Subaru, so why not try to have some fun trying to figure out this twin stuff?

EDIT: Forgot that it also requires a newer transmission crossmember than one used on BC/BF/BJ cars. At least the front part. Of course this only applies to manuals, and not automatics.

Also requires a different starter.

In answer to your question I know of 2 guys that did a TT LHD swap. As for the EJ20H TT, if you remove all the Sequencial turbo crap and hook the turbos up as a single turbo or like the 300Z or Viper the'll spool faster than any single turbo and put out more than 20# boost. Those turbo's were designed for a 1,200cc engine and very small. 2X1,200cc=2,400cc's.More than enough boost for a 2,000cc engine. I run one of these engines in my sand rail and I'll smoke Sti all day.
I do think you'll have a little problem and I wish I could find the threads that the guys that swapped them did it and how they got around the problem.

Mel Adjusted wrote:I run one of these engines in my sand rail and I'll smoke Sti all day.

Probably because your sandrail weighs about half of what an STi weighs.

Mel Adjusted wrote:In answer to your question I know of 2 guys that did a TT LHD swap. As for the EJ20H TT, if you remove all the Sequencial turbo crap and hook the turbos up as a single turbo or like the 300Z or Viper the'll spool faster than any single turbo and put out more than 20# boost. Those turbo's were designed for a 1,200cc engine and very small. 2X1,200cc=2,400cc's.More than enough boost for a 2,000cc engine. I run one of these engines in my sand rail and I'll smoke Sti all day.
I do think you'll have a little problem and I wish I could find the threads that the guys that swapped them did it and how they got around the problem.

I would be very interested to read about those.

I'd rather not get into arguements about the twin setup, let's just say that I feel that the twin setup is good at what it is supposed to do. From what I have read, I haven't actually driven one yet. Though I don't think many have. I also think it gets bad press from the H engines. Over the years the setup was refined.

and then of course there's the Valley of Death (VoD) where you aren't going to have any power because the first turbo stops working and the second is just beginning to spool.

I was in correspondence with a fellow in new york that had custom manifolds made, and aquired the crossmember and the skinny brake booster. He never got the thing functioning, but the motor was in and bolted down. It all fit. I also know of a man in southern alaska that has a RHD postal wagon, and he just recieved an ej20h. He called me where I work to get parts for it.

asc_up wrote:and then of course there's the Valley of Death (VoD) where you aren't going to have any power because the first turbo stops working and the second is just beginning to spool.

Here come the comments from the people who don't know what they're talking about. That's not how the engine works.

And this isn't a topic about how the sequential system works, so please lets keep this out of here.

Arctic Assassian wrote:I was in correspondence with a fellow in new york that had custom manifolds made, and aquired the crossmember and the skinny brake booster. He never got the thing functioning, but the motor was in and bolted down. It all fit. I also know of a man in southern alaska that has a RHD postal wagon, and he just recieved an ej20h. He called me where I work to get parts for it.

So why did he need custom manifolds? Or better yet, what do you mean by manifolds? The manifolds can bolt onto an NA car for all that's worth. Do you mean the uppipe? What about the downpipe? Can you ask him to respond to this topic, or point me to his direction? Do you have any pics maybe? Did he get the turbo heatshield installed also? I assume the single stage booster was 100% necessary. What car was this in?

it was in a 98 legacy GT. When I say manifold, I mean, he custom built one peice manifolds to each turbo, from the head. He had two cyl. run one turbo, and two cyl run another turbo. But He never got the car done before he sold it. He is in new york, and I lost his number. It was very hard to understand him as he had a thick middle eastern accent. I think he just ran into too many problems to make it worth it.

Hmm, sounds similar to the SYMS setup.

I have to wonder if maybe the BD/BG/BK have slightly different dimensions than a BC/BF/BJ. I mean I know the two cars are different sized in areas, but I wonder if this is one of these areas. Or maybe I just didn't have things lined up at all.

I did find this in searching: http://forums.nasioc.com/forums/showthr ... did=216714 It's in a 96 I believe. And there are pics of how close it is. Maybe I'll just put it all in there and see what happens.

check this out.

http://img101.imageshack.us/my.php?image=tt006ia9.jpg

maybe just use the little one and swap out the bigger one for a tdo4, vf39 or vf43. I havent decided yet, but i also got to thinking after i saw the up pipe on the left side.

http://img101.imageshack.us/my.php?image=tt007dq2.jpg

why not just modify the wrx header on the rightside to run an oem WRX setup and add an identical turbo on the left, the uppipe is the same. I'll get this stuff sitting in my shop soon enough and i'll start messing around with it.