Subaru Forester Owners Forum

Subaru Forester Owners Forum (http://www.subaruforester.org/vbulletin/)
-   EJ25 - 2.5L Turbocharged (2004-2013) (http://www.subaruforester.org/vbulletin/f87/)
-   -   (All Years) Differences 04-08 FXT to 09+ FXT (Turbos/ DP/ TMIC) (http://www.subaruforester.org/vbulletin/f87/differences-04-08-fxt-09-fxt-turbos-dp-tmic-107897/)

Tuned200 02-06-2012 12:30 PM

Differences 04-08 FXT to 09+ FXT (Turbos/ DP/ TMIC)
 
It seems all too often with the new member base growing that we get a lot of "what works or will it fit" threads. Look here for a list of what is known to work with the 04-08 FXT from the OEM/ Aftermarket side, what mods are needed for each round of upgrades and what is needed for the 09+. I will post the information I know to be true and would ask for the other information to be filled in. This applies to USDM and JDM turbos.

04-08
EJ25 Turbo TD04

Up pipe
04-05 need a catless up pipe 06-08 come catless from the factory.

Turbo's that fit (OEM)
VF39 2004-2006 WRX STI Turbo- Wastegate cracking issues
VF43 2007 WRX STI Turbo- No known wastegate cracking issues
VF48 2008+ WRX STI Turbo- No known wastegate cracking issues
*Wastegate cracking issues have not been proven to be a problem, just be warned*
VF22
VF34

TMIC
2004-2007 WRX STI TMIC - Direct bolt in
2008+ WRX STI TMIC - Direct bolt in, slightly larger than the 04-07, does not have the STI logo painted on the TMIC

Adding the parts...

Tuning

We have several options for tuning, opensource, Cobb AP, etc. The common consensus is this

Stage 1
Stock turbo/tmic/exhaust- engine tune only.

Stage 2
Stock turbo / 3" down pipe / Catless uppipe(if required) Engine tuning.

Stage 3
VF series turbo / 3" Down pipe / sti tmic / catless uppipe / ( if required) Engine tuning.
Many people run this with stock injectors with no issues. Once you reach this level its best to talk with a professional tuner to discuss your car, power goals and plan out mods.

Stage 4
Larger than VF turbo / 3" Down pipe / injectors / sti tmic, aftermarket tmic or fmic / fuel pump / dyno tune


2009 Forester XT

Parts that fit

Tmic
2005-2009 Legacy GT Aftermarket
2008+ WRX aftermarket
FMIC with custom mounting

Turbo
Stock TD04
VF40- 2005-2006 Legacy GT
VF46- 2007+ Legacy GT
VF52-2009+ WRX

Down pipes
2005-2009 Legacy GT aftermarket Auto or Manual
2009+ WRX Aftermarket Auto or Manual

Cat Back
Stock WRX 08+ Sedan only
Stock STI 11+ Sedan only
No 5 door cat back works.

Tuning
Cobb
opensource
other

Stage 1
Stock turbo/ stock exhaust/ stock tmic/ ecu reflash

Stage 2
Stock turbo/ 3" down pipe/ stock tmic / ecu reflash

Stage 3
VF turbo from this section / 3" down pipe / aftermarket tmic / ecu reflash

Stage 4
???

Please help me to post anything I missed and keep this updated.

pleiad7 02-06-2012 12:45 PM

Stickied! Good idea to compile this information in one place.

nate_fisher 02-06-2012 12:56 PM

good write up i seem to have to tell people this every other day. For the SH the downpipe for 08+wrx/lgt doesnt matter if its manual or auto (they are all manual) will bolt rite up. Also catbacks for 08+ wrx sedan fitment will bolt rite up (lgt will not). Pretty much anything from a 08+ wrx will bolt on without moding.

Tuned200 02-07-2012 05:51 AM

Updated.

skrotor 02-07-2012 07:59 AM

Tuned200, not trying to steal your thunder, merely trying to help. I've compiled a pretty decent list of this type of stuff located here.

Feel free to join our little club so that you may view it. Also, feel free to copy/paste any of it to this thread, just make sure I get a tip of the cap. :icon_wink:

Cheers.

Tuned200 02-07-2012 08:27 AM

Quote:

Originally Posted by skrotor (Post 1174410)
Tuned200, not trying to steal your thunder, merely trying to help. I've compiled a pretty decent list of this type of stuff located here.

Feel free to join our little club so that you may view it. Also, feel free to copy/paste any of it to this thread, just make sure I get a tip of the cap. :icon_wink:

Cheers.

Thanks for the link. I need to join that forum sooner or later, so feel free to copy/paste that info here.

dpkilty 02-07-2012 08:49 AM

Motor code legend:
For this thread we will be focusing on the common USDM turbocharged flat four motors, the EJ series.

Power/Torque ratings are averaged from at least 5 dyno plots.
OEM motorsets are rated in terms of power measured at the crank.

EJ205:
Standard WRX motor from 2002-2005 2.0 liters, td04 turbocharger
HP: 210-240hp
TQ: 210-230 ft/lbs


EJ257:
Standard WRX STi motor from 2004-present, 2.5 liters, vf39 turbocharger (04-06) or vf43 (07-08) vf48 (09-present) Also found in the Legacy GT during the 04-05 model years, though it was eqquipped with a vf40 turbocharger
HP: 295-305hp
TQ: 290-300 ft/lbs
B/V25 Casting heads (55.5cc combustion chamber)

EJ255:
Standard WRX/Legacy motor from 2006-present, 2.5 liters td04 turbocharger (wrx) vf40 (legacy gt 05-06) VF46 (Legacy GT 07-09) VF54 (10-present)
HP: 210-265hp
TQ:215-270 ft/lbs
2006-up EJ255 motors came from the factory with a secondary air pump system
D25 Casting heads (50cc combustion chamber)


EJ207:
1998-present Std motor for Japanese spec. STi's. 2.0l, semi-closed deck, 8.0:1 compression ratio, 8250 (v.7 OBDII vf30 turbo) or 8500 (v.8 VF37 turbo) rpm redline, twin scroll turbo [exhaust manifold, up pipe, downpipe, turbo housing ,] the VF34 turbo was offered on the STi-type RA

EJ22T
1991-1994 Legacy (US Spec) Fully Closed Deck, non-intercooled turbo. (VF11) Fabled "bulletproof" block.
HP:165
TQ:170

Helpful tidbit for those of us with older EJ series motors:
Generally the EJ-series can be divided into two versions: the Phase I engines (19891998) and the Phase II engines (19992010). The Phase II engines featured new cylinder heads and crankshafts with the thrust bearing located at crank bearing #5 instead of #3. The designation also changed from Phase I to Phase II. All Phase I engines have an alphanumerical suffix behind the standard EJXX designation, all Phase II engines have a numerical suffex behind the EJXX designation. Example:

Phase I: EJ15E, EJ15J, EJ16E, EJ18E, EJ20D, EJ20E, EJ20G, EJ20H, EJ20J, EJ20R, EJ20K, EJ25D

Phase II: EJ151, EJ161, EJ181, EJ201, EJ202, EJ203, EJ204, EJ205, EJ206, EJ207, EJ208, EJ251, EJ252, EJ253, EJ254, EJ255, EJ257


AVCS:
Active Valve Control System.

The system Subaru developed to vary cam timing. In other words its a complicated system that can change how
valves open and close to change the fueling and exhaust of each cylinder.


TGV's:

Tumble Generator Valves.

A set of four valves, immediately under the intake manifold, used to create turbulence in the motors air intake stream. These valves aid in cold starts, as well as decreasing emissions. A popular modification is to "delete" these valves, allowing an unobstructed path for air to enter the engine.

Modifying an Impreza Engine


Now that we've covered some of the basic differences between years/models of the Impreza, you may feel the need to modify it. Typically Subaru owners refer to certain common modifications as "stages."

Stages

Stage one:
Typically Stg. I, is just a slightly enhanced tune. Some folks also install a cat-back exhaust, and a high flow OEM replacement filter (K&N or similar) but there are typically no major modifications.

Typical gains are in the 15-40hp range

Stage two:
Stg. II is where things get a little more interesting, and a whole lot more fun. Typically a stg. II car will have, at very least, a turbo back exhaust (meaning down pipe, as well as cat-back), a catless up pipe (due to higher exhaust gas temperatures, and the potential catastrophic failure cats have when they experience such EGT's), and of course, a proper tune, whether it be an access port map, or an open source tune from one of our fine tuners.

Typical gains are in the 40-90hp range

Stage three:
Stg. III is more intended for those fairly serious about the power levels they're shooting for, and typically those with another means of transportation as modifications start to take longer than a few hours. Along with the Stg. II modifications, Stg. III usually includes, a larger intercooler, larger injectors, and a slightly larger turbo, typically a 16g-20g size unit for most Stg. III cars, as well as TGV deletes.

Typical gains, 50-100hp

After Stg. III, most folks have gone fairly in depth with their vehicles, so a generic "Stage X" no longer applies. These are the guys with gt35r's, front mount intercoolers, meth/alky injection, and all the fun things that really wake our cars up.


With the aforementioned gt35r, one must go "rotated." From the factory a turbocharged Subaru plums it's turbo inlet hose underneath the intake manifold. This restricts the size of the inlet hose, and more importantly, the size of the turbo's inlet it's self. The solution to this is simple in concept, just rotate the turbo slightly so that the inlet hose no longer goes under the manifold, but instead runs beside it. While this sounds easy enough, keep in mind everything attached to the turbo must also be rotated, i.e., the downpipe flange, the up pipe, etc. Also, turbos of this size are almost always designed to work best with an external wastegate, so the rotated up pipe must leave clearance for the wastegate, and it's dump tube/recirculation piping.


Tunes

A proper tune is the single most important modification you can invest in!

There are two main ways to obtain a tune.

First, an Access port (AP). This is a hand held ECU flashing unit available from Cobb Tuning. Prices range from ~$300 used, to ~$600 new. The maps available are vehicle specific, but are also fairly conservative, and slightly generic. Keep in mind, that even if the map you choose from an AP is designed for every single modification you have, it was still tuned on another car, which means potentially different elevation, fuel octane, ambient temperature, driving style, etc.

Next, Open Source tuning. Open Source tunes are ECU flashes custom tailored by one person, for one car. Typically they involve several road tests, and plenty of logging to get them perfect.

There is a third option, albeit on which isn't all that common until you're well past the typical modification level. If you're considering a stand-alone ECU, then this thread is of almost no use to you. :lol:

So you've got a fancy downpipe, a super mad tyte jdm up pipe, and a shiny new intercooler. Now let's talk turbos, starting with the factory offerings from Subaru:

First, the difference between lag and boost threshold:

Turbo lag is the time required to change speed and function effectively in response to a throttle change. For example, this is noticed as a hesitation in throttle response when accelerating from idle as compared to a naturally aspirated engine. Throttle lag may be noticeable under any driving condition, yet becomes a significant issue under acceleration. This is symptomatic of the time needed for the exhaust system working in concert with the turbine to generate enough extra power to accelerate rapidly. A combination of inertia, friction and compressor load are the primary contributors to turbo lag.

Lag is not to be confused with the boost threshold. The boost threshold of a turbo system describes the lower bound of the region within which the compressor will operate. Below a certain rate of flow at any given pressure multiplier, a given compressor will not produce significant boost. This has the effect of limiting boost at particular rpm regardless of exhaust gas pressure. Newer turbocharger and engine developments have caused boost thresholds to steadily decline.

OEM-Originally equipped (on) model. Solely for the sake of this thread.

Mitsubishi TD04L-13T
(390cfm at 14.7psi, 200-275whp, Bolt-On)
OEM: USDM Subaru Impreza WRX MY02-07.
Expect to achieve full boost with the proper mods and a quality tune between 2500-3000rpms.

IHI VF10
OEM: USDM Legacy 4EAT MY91-94.

IHI VF11
OEM: USDM Legacy 5MT MY91-94.

IHI VF12
OEM: JDM Legacy RS MY89-93.

IHI VF13
OEM: JDM Legacy MY93-95.

IHI VF14
OEM: JDM Legacy MY93-95.

IHI VF18
OEM: JDM Legacy MY96.

IHI VF19
OEM: JDM Legacy MY96.

IHI VF20
OEM: JDM Legacy MY97.

IHI VF22
(490cfm at 18.0psi, 250-325whp, Bolt-On)
OEM: JDM V3 Subaru Impreza WRX and optional on the JDM Subaru Impreza WRX STi 22b. Of all the IHI models, the VF22 has the largest potential for peak horsepower, and is capable of supporting the highest boost levels. It is capable of running up to 25 psi, that being said, it is also a very old design and far from efficient. The VF22 is a roller bearing turbo that utilizes the P20 exhaust housing.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3400 rpms.

IHI VF23
(388cfm at 18psi, 250-325whp, Bolt-On)
OEM: JDM Subaru Impreza WRX STi 22b. The VF23 is a ball bearing turbocharger that utilizes the P20 exhaust housing like the VF22. This housing is mated with the smaller compressor housing of the VF24 for fast response and excellent low and mid-range performance. It does not have the same top end power of the VF22, but spools up slightly quicker.
Expect to achieve full boost with the proper mods and a quality tune between 2600-3100rpms.

IHI VF24
(425cfm at 18psi, 250-325whp, Bolt-On)
OEM: JDM V4 Subaru Impreza WRX STi. This turbo shares its compressor housing with the VF23, however, this housing is mated with a smaller (P18) exhaust side. The smaller characteristics of this turbo allow it to provide ample bottom end power and quick spool. This turbo is very popular for Imprezas with automatic transmissions and Group-N rally cars.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms.

IHI VF25**
This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a thrust-bearing design and a P12 exhaust housing.

IHI VF26**
(400cfm at 18psi)
This is the standard equipment primary turbocharger used on the JDM Legacy B4. Utilizes a divided thrust-bearing design and a B14 exhaust housing.

IHI VF27**
(420cfm at 18psi)
This is the standard equipment secondary turbocharger used on the JDM Legacy. Utilizes a ball-bearing design and a P18 exhaust housing.

IHI VF28**
(425cfm at 18psi, 250-325whp, Bolt-On)
This is the standard equipment turbocharger used on the JDM V5 Subaru Impreza WRX STi.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. 2.0 liter WRX owners will need fuel upgrades for this turbocharger

IHI VF29
(425cfm at 18psi, 250-325whp, Bolt-On)
OEM: JDM V6 Subaru Impreza WRX STi. The VF29 is nearly identical to the VF24, with the same compressor and exhaust housings. However, the compressor wheel in the VF29 has been changed slightly. The changes made to the compressor wheel in this model are generally viewed as improvements, and as such, this unit is typically chosen over the VF24. Has a different location for the pressure hose on the wastegate actuator.
Expect to achieve full boost with the proper mods and a quality tune between 2900-3300rpms.

IHI VF30
(460cfm at 18psi, 250-325whp, Bolt-On)
OEM: JDM V7 Subaru Impreza WRX STi. The VF30 is a thrust-bearing turbo that utilizes the P18 exhaust housing of a VF24 and the compressor housing sized between a VF23 and a VF22.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms.


IHI VF31*
Utilizes a P11 exhaust housing.

IHI VF32
OEM: JDM Legacy. It utilizes a ball-bearing design.

IHI VF33*
OEM: JDM Legacy.

IHI VF34
(460cfm at 18psi, 250-325whp, Bolt-On)
OEM: JDM V7 Subaru Impreza WRX STi Spec-C. The VF34 is nearly identical to the VF30 but has improved spool up due to its roller bearing design. It also utilizes a P18 exhaust housing.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms.


IHI VF35
(425cfm, 250-325whp, Bolt-On)
OEM: JDM Subaru Impreza WRX. The VF35 is similar to the VF34. It utilizes the same compressor housing and the same compressor inducer size. The differences are in the divided thrust-bearing design and the P15 exhaust housing. This allows the VF35 to spool slightly quicker than the VF34 at the cost of less top-end performance.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms.

IHI VF36
(430cfm, 250-325whp, Modification Required)***
OEM: JDM V8-V9 Subaru Impreza WRX STI Spec-C Type RA. The VF36 is a twin-scroll turbocharger that utilizes a ball bearing design, a P25 exhaust housing, and titanium aluminide (TiAl) compressor wheel for improved spool. It is essentially a fast spooling VF34.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms.

IHI VF37
(430cfm, 250-325whp, Modification Required)
OEM: JDM V8-V9 Subaru Impreza WRX STI. The VF37 is a twin-scroll turbocharger that utilizes a thrust bearing design and a P25 exhaust housing. It is essentially a fast spooling VF30.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms.


IHI VF38
OEM: JDM Legacy MY04-06. The VF38 is a twin-scroll that utilizes a Titanium turbine and shaft. This turbocharger yields tremendous spool-up but offers less top-end than the VF36/VF37. The spool capabilities of this turbo are demonstrated on the JDM Legacy GT, which reaches peak torque at 2400RPM.

IHI VF39
(250-325whp, Bolt-On)
OEM: USDM Subaru Impreza WRX STI. It can be found on all model years from 2004-2006. The VF39 utilizes a thrust bearing design and the P18 exhaust housing.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. Though they are prone to cracking, which is merely a cosmetic issue and typically does not affect performance. VF39s can be had for very cheap if bought used.

IHI VF40
OEM: USDM Subaru Legacy GT MY05-06.

IHI VF41
OEM: JDM Subaru Forester STI. It utilizes a P18 exhaust housing.


IHI VF42
OEM: JDM Subaru Impreza WRX STi S203 and S204. The VF42 features a twin-scroll design with a slightly larger compressor than the VF36/VF37 turbos and different turbine design (more blades). The VF42 is a roller-bearing turbo and is similar in size to the VF22 turbo, but the twin-scroll exhaust housing yields faster spool-up and a superior top-end.

IHI VF43
(250-325whp, Bolt-On)
OEM: MY07 USDM Subaru Impreza WRX STI. It can be found on both base STI's and STI Limited's. The VF43 utilizes a thrust bearing design and the P18 exhaust housing. The primary difference between the VF43 and the VF39 used previously on STI's seems to be the stiffness of the wastegate. The VF43 has a stiffer wastegate designed to reduce boost creep issues.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms.

IHI VF44*
OEM: JDM Legacy GT MY06.

IHI VF45*
OEM: JDM Legacy GT MY07.

IHI VF46
OEM: USDM Subaru Legacy GT MY07. The VF46 utilizes a new five-arc scroll design to improve low and midrange performance over the previous VF40.


IHI VF48
(250-325whp, Bolt-On)
OEM: USDM Subaru WRX STI MY08-10. The primary difference between the VF48 and the VF43 used previously on STI's is the more advanced bearing design.
Expect to achieve full boost with the proper mods and a quality tune between 3000-3500rpms. This turbocharger is not a direct bolt-on for the MY08+ WRX.


IHI VF52
(250-325whp, Bolt-On)
OEM: USDM Subaru WRX MY09-10. This turbocharger is similar to the VF48 but utilizes the USDM Legacy GT-style housing.
Expect to achieve full boost with the proper mods and a quality tune between 2800-3300rpms. This is NOT a direct bolt-on for 2002-2007 WRX, but will fit the 2008 WRX and 2005+ Legacy GT.

*denotes pending research
**Primary/secondary turbochargers: sequential design used to boost mediocre torque of early 90's EJ20's. Transition point is around 4000-4500 rpm
2.0l WRX owners will need fuel upgrades for this turbo

Injectors

Top Feed: 2002-2008 WRX & 2007-2008 STi*
OEM 2002-2005 WRX 420 cc
Power Enterprise 510 cc
JDM STi "pinks" 550 cc
OEM 2006-2009 WRX 560 cc
OEM 2007-2009 STI 560 cc
Modified OEM WRX 600 cc
Helix 660 cc
Helix 820 cc
Ultimate Racing 600 cc
Ultimate Racing 680 cc
Ultimate Racing 785 cc
Power Enterprise 650 cc
Power Enterprise 800 cc
SARD 800 cc
Modified Stock WRX 850 cc
DeatschWerks 565 cc
DeatschWerks 650 cc
DeatschWerks 750 cc
DeatschWerks 850 cc
DeatschWerks 1100 cc
Ultimate Racing 900 cc
Ultimate Racing 1000 cc
Ultimate Racing 1260 cc
Ultimate Racing 1600 cc

Side Feed: 2004-2006 STi* 2006-2008 Forester XT

OEM 2004-2006 STi 535 cc
DeatschWerks 650 cc
DeatschWerks 740 cc
DeatschWerks 850 cc
Agency Power 817 cc (modified stock injectors)
Power Enterprise 850 cc
Ultimate Racing 785 cc*
Ultimate Racing 900 cc*
Ultimate Racing 1000 cc*
Ultimate Racing 1260 cc*
Ultimate Racing 1600 cc*

*Ultimate Racing STI injectors are top feed injectors with a rail conversion kit to allow them to work as side feeds. They are also low impedance and come with a resistor pack kit to allow them to work as high impedance.


Fuel Pumps

What are the OEM fuel pump sizes?

2002-2005 WRX fuel pump 130 lph
2006-2007 WRX fuel pump 145 lph
2008-2009 WRX fuel pump 155 lph
2004-2007 STI fuel pump 145 lph
2008-2009 STI fuel pump 175 lph

Common Fuel Pump Upgrades:

Walbro 255 (255 liters/hour) Direct replacement for the OEM pump ~$100
Aeromotive 340 (340 liters/hour) Direct replacement for OEM pump ~$170
DeatschWerks 301 (300 liters/hour) Direct replacement for OWM pump ~$170


The question every WRX owner asks

How much power can my stock 5sp handle?

The answer is that there is no real answer. Several of us have had ~300hp 5sp cars with absolutely no issues whatsoever over the course of multiple years, others however, have stock 5sp cars that have eaten multiple transmissions. Why is this? Well the answer is fairly simple, and I'm going to keep it that way, our cars have AWD, AWD is incredibly difficult to launch properly, when one launches an AWD vehicle improperly, it creates an incredible about of shock force on the transmission, shock force destroys things, quickly. Our cars AWD system has been designed with the clutch being the weakest point in the drive line, think of it as a fail-safe, keep that in mind while trying to decide between an OEM replacement clutch, or a Stg. 8 6-puck unsprung monster organic clutch rated at 6,000 ft/lbs torque handling capability.

The other question every WRX owner asks

What all do I need to swap a 6-speed transmission into my WRX?

This one gets a bit tricky due to the amount of variables.

First, WRX's are all 5x100, meaning the hubs from an 05-up STi will not work with any wheels you presently use. (unless they are dual drilled)

Second, unless an 06-07 transmission (3.545 final drive) is used, a matching rear differential (r180 3.90 final drive) must be sourced. If an 06-07 unit is used, the stock r160 differential can be used, although it is ill-advised.

Third, axle selection.
Early 2004 WRX STi models came with axle stubs inserted in the transmission with female front axles. Late 2004 WRX STi models came without the stubs and instead had male front axles.

Typical parts required:

The transmission it's self
A DCCD controller, either OEM, or aftermarket*
STi hubs
STi brakes (brembos)
Driveshaft
Axles


*Thanks goes to Skrotor for the info

skrotor 02-07-2012 10:05 AM

^ I love when someone does the legwork for me. lol

If there are any questions feel free to PM me, or dpkilty who will send them to me on IIC since I rarely venture over into the SF world.

dpkilty 02-07-2012 10:07 AM

I do like to be good for something every now and then.

I will try to keep it updated, and such. Right after I get enough free time to clean it up nice...

RobK410 02-07-2012 10:41 AM

FYI 2005 USDM Legacy GT was a EJ255. 2005 was the first year for the EJ255 in the subaru.

skrotor 02-07-2012 10:57 AM

Quote:

Originally Posted by RobK410 (Post 1174547)
FYI 2005 USDM Legacy GT was a EJ255. 2005 was the first year for the EJ255 in the subaru.

Kind of...but kind of not.

My LGT for instance has ej257 stamped in the case halves but has d25 casting heads attached from the factory.

It's an early 05 btw. The 255 is much more common and was found in all of the later build date LGT's.

Tuned200 02-07-2012 11:05 AM

Good information guys.. Keep it coming.

skrotor 02-07-2012 11:52 AM

What questions do you guys have? Keep in mind I come from the GD chassis side of things, so I won't know everything, but if it's something which applies to a mechanical aspect of the Foz, I can certainly make an educated guess. ;)

dbphoto 02-07-2012 12:00 PM

Great thread sir!

One thing I would note is that on the MY04 XT an 08 STi TMIC hits the td04 and makes install difficult... My tuner said because Subaru made it wider it hits the waste gate manifold and the TMIC doesn't sit properly. He has done a few upgrades in similar situations and putting a VF turbo in to replace the td04 has had zero fitment issues.

Tuned200 02-08-2012 07:37 AM

Any STI tmic is not designed to work with a TD04.


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