techworkseng

The ID of the primaries is 1 7/8". The proper ID for the EA81 should be 1 1/2" aproximately. You are correct to be concerned about exhaust gas velocity. This is partly why the collector merges just before the turbine inlet. I had expected this combo to be very "laggy" on the EA81, but this proved to be not the case. Part of the reason for the quick spool up on this application is due to the GT17 turbo. It spools to 15 psi by 2200 rpm! There is no up pipe needed with this header as the collector terminates at the turbo flange. Seperating the primary flow until just before the turbo helps maintain the steady flow of pulses to the turbo while maintaining maximum high rpm flow potential.

All these parts are currently installed on an EA81 T right now. The header primaries aren't ideal for the ports on this engine, but it still spools up like mad. On a side note, the old wagon met defeat last week to a slightly modified (full exhaust and intake) WRx. Got me by one and half car lengths. This system on an EA82 would have changed the outcome of that race. I have since sold the car (I'm a poor loser) and am now looking at a 300+ HP version of this project using a EJ18 engine in a wagon and some of our Impreza components (header, etc>) Tom Tech Works Engineering Inc.

"Blizzaks have more grip than any other street tire on any kind of pavement.." Thanks for the back up on the Blizzaks, but the real reason they are on the car is that we winter autocross the car in icy conditions usually. We do not drag race this car at all. Hard launches on pavement have already caused the CV joints and drive axles to start to go. I have been lucky that this last tranny has held together. Probably have to cryo the next one if this one blows (and it will.....). "I didn't even realize TWE made EA82T parts!!!" Regarding these parts......our marketing guy warned me about "opening a can of worms" by posting any of this stuff. I can hardly believe the response we have recieved for some of this old school stuff! Because of the materials we use and the method of construction, we didn't feel that these bits would be affordable for this demographic. Let's face it , almost every component on our "EA81 Rust Bucket" is worth more than the car itself. However.........once we clear up all of our race teams engine programs, we will look at producing a short run of these cross overs and down pipes if the interest is still there (Spring time). Down pipes will be about $165 US depending on flanges. I have two more of the GT17 turbos (both with less than 10,000 miles on them that I could let go for $320 or so. Please send requests or questions by email so our sales/marketing staff don't kill me, and please respect that this is a very busy time for us, so email response may be slow. I may be overstepping my bounds in this forum as I am sure there are some rigid "vendor" rules. It was not my intent to promote TWE or its products here. We are enthusiasts first and foremost.

"Faster than a WRX now" Man that cracks me up. If a 379 dollar pipe can make an EA82T "faster than a WRX" than I will be 1st in line. Bwuahahahahahaha First of all, you are not going to make a comparable performing manifold out of weld els and JB weld. This header is made of rather tight inside mandrel bent 304 stainless tubing, has a merged collector and is entirely tig welded. Secondly, We have two "old school" customers that consistently BEAT WRX turbos in the quarter mile by 2 to 3 tenth of a second. Yes, I have witnessed both the runs and the timeslips. My conclusion that our wagon was quicker than a WRX was based on several drag race sessions against these "said" customers. Our old beater consistently pulled both customers cars by six to ten car lengths up to about 100mph. Finally, you may want to take note of ALL the mods done to this car and notice that NOWhere did I claim that the header alone made the car quicker than a WRX. Here is a partial list: TWE Stainless steel header with merged collector Top mounted intercooler (Saab 9-3) TWE Modded intake with stainless mandrel bent intake. TWE RS 2.5 fiberglass replica hood scoop. TWE 2.5" mandrel bent down pipe with high flow cat (Random Tech) and TWE 2.5" Stainless Cat back with HO stainless muffler. Auxillary injector ....pressure controlled, pulse width modulated. TWE fabricated. Garret GT17 dual ceramic ball bearing housing Turbo running 15~16 pounds of boost. Manual 5 speed conversion with 3.90 diffs. LSD rear Tires Bridgestone Blizzaks Hope this straightens out some of the misconceptions. Tom Penner

Here are a few answers to some of the questions that have been posted. -No the header is not equal length, but could be easily accomplished by moving the 180 degree bend primary forward aprox. 3 inches. This header was made with stainless pieces left over from another project we had done. It was a spur of the moment decision brought on by that disgusting piece of bathroom plumbing Subaru call an exhaust manifold. We are considering producing this pipe for a short term due to the recent interest in this item. -The intercooler is supplied with a good supply of cool air through the RS 2.5 hood scoop. The engine and turbo have a ceramic wool insulated aluminum heat sheild that further isolates the charge-cooler. This has shown Air intake temperatures barely above ambient. - The turbo charger is a GT 17 Garret ceramic ball bearing center housing unit designed for a Saab 2.0 litre. It is capable of 220hp aprox and has been shown to produce full boost of 16 psi by 2200 rpm with proper exhaust components. Most of the components on the car are left over from several Saab turbo kits we designed and sold. Engine management issues such as fuel control and spark management, have yet to be completed as this system will be transplanted into a 1991 NA wagon. The header is designed for the EA82T. It will fit the EA81T but the primaries are too large to encourage proper exhaust gas velocities on the EA81T. If there was sufficient interest, we may consider a similar design with smaller primaries for the EA81T. Regards all, Tom Penner Research and Development Tech Works Engineering Inc. Making Technology Affordable

Sorry for all the confusion on the engine code. I initially labeled the photos wrong. Now I'll really confuse you with my 6.9 Liter OBS! You have to look at the photo closely to do the math. Heading out to the Cryo facility earlier this week.

rallyrus You'd be surprised at how many people think that is snow. It is actually a ceramic wool sheet placed between the stainless steel heat shroud and the intercooler to further isolate it from the heat of the turbo. Everyone, thanks for all the positive comments. It's Tom's car and he did all the work. Old School rocks! Keith PS I won't tell you that I drive a '97 OBS.

carfreak85 I will have to check with the designer for the difference in the lengths. He is lecturing to an engineering design class this evening. Can you wait until tomorrow? I'm interested to hear what other mods you have planned, especially the more extreme ones. Turbone Again, I'll check with the designer/fabricator to see about the air relief valve. You might be able to see it in the Under the hood shot or Snocross10c. Here's another view of the header. Keith

It's not within .10" like our Impreza header but the header is actually very close to being equal length. I may be quoting the wrong engine code. It is a pushrod 1.8 liter turbo. I think it's called an EA81T, perhaps. Keith

Upgraded Turbocharger You can see we had to perform several modifications to accomodate the different turbo, including a different downpipe flange, different oil lines and a changes to the inlet and outlet. Keith

Stainless Steel Header

Under the hood!

It's the ultimate winter-beater, an '84 Turbo with a pushrod 1.8L. Upgraded turbocharger (dual ceramic ballbearing) In cab adjustable variable boost controler (11psi). Bosch blow-off valve Intercooler with custom heat shield and custom intake piping. 2.5" SS custom downpipe. 2.5" SS mid-pipe and muffler Stainless steel header and up-pipe. RS style fiberglass hoodscoop. 5-speed conversion with 3.90 rear diff. We hope to cage it soon for rally. We're warming up doing the local Winter Autocross Series. In the first event I believe it finished 4th behind a Mazda GTX, an Isuzu Impulse, and a WRX. See below for more photos. Any comments? Keith

Drew, Try looking in the Troubleshooting guide in the front of your Haynes manual for information on the EVAP system. I'm struggling to find a problem with the system on my '97 OBS. I swapped the PCS with three different cars and it still throws a code so I'm reasonably sure it's somewhere else in the system. Good luck! Keith