discopotato03

Hi all , I've been looking for ages and cant find any diagrams on this system . All the manuals I've seen (I have the 1987 factory set) show the 4 plug MPFI system but not the 3 plug MPFI/MPFI Turbo . Can anyone help me out here ? Thanks in advance , Adrian in Aus .

Yep thats a workable idea . Another I thought of was possibly mounting a microswitch running on the TB's quadrant to switch the WOT circuit . I have to be a little careful as Spider TPS's are rare here so can't affort to damage the only one I'll have . One further would I be right suspecting the 4 pin SPFI TPS is the same as the Spiders and if so is there any similarity between the SPFI and Spiders TB itself ? Thanks once again , cheers Adrian in Aus .

Hey thanks for that . My Turbo spider manifold is still in transit so can you tell me if its throttlebody opens in the opposite direction to the normal one ? I was wondering if the 3 plug TPS could be used but with the idle and full throttle wires reversed to correct the rotation direction issue . Thanks muchly again , cheers Adrian .

I have access to a non turbo spider Vortex manual (FSM) but man I'd really like to see a turbo spider manual . From what I can tell so far the spider throttlebody has a different 4 plug throttle position switch (TPS) to the hotwire (4 plug ECU) RX turbo type , which has 3 wires to the main rectangular plug and 3 more out the side of the TPS body to a round plug . The early flapper 3 plug ECU's seem to be able to run with the late RX (L series) TPS and the round plug is left disconnected . From a quick glance at a non turbo spider FSM , the single 4 plug TPS seems to do all the late L type 3+3 one does but with simplified wiring . BTW someone down here at the AUSubaru site said someone up your way managed to wire a spider TPS to work with an early flapper/3 plug computer system . Since my car uses this system (I think late 85 build RX-T) this info would be very useful to me . Cheers and thanks , Adrian in Aus .

Numbers on box are , front face : 19 in bold numbers 22611 AA400 A11-000 R14 8511 On loom plug end small sticker 000 R14 I got this computer from someone that had A Turbo Spider Vortex front cut and need to know if this computer is RX or Vortex . Also can anyone remember where the thread was at this site that tells how to re jig the TPS wiring if not using a Vortex Turbo computer ie RX Turbo box with the Turbo Spider TPS and Manifold . Many thanks , cheers Adrian in Australia .

I'd like to keep this car at its std ride height and move the strut around to improve the geometry . Yes I think the Lib upright top bolt allows for about 1/2 deg either way probably for factory height and alignment variation . Cheers A .

Hi Phiz , I'm also Australian (in Sinn City NSW) and want to do something better than std for my 86 RX Turbo L series . I have the CrossBred kit for the 5 stud conversion so i'll be using first gen Liberty uprights and brakes (same model rear as well) . If you know what the std L-RX front geometry angles are like I need to know . Basically I want to use Bilstein front dampers , either a liberty one with the spring seat removed and a circlip seat mount or a coilover conversion with a cartridge insert to the std Liberty leg . I found that Nolathane (and a few others) make adjustable strut tops for the Impreza and these bolt into the L series 3 hole strut tower . They have a spherical joint BUT its suspended in urathanme so you don't get the rapid wear and tat tap agro like the ricer cars do . I had a Nissan DR30RS with these solid type tops - NEVER again . I doubt I'll get as much caster adjustment as I need because these tops are set up primarily for more camber than caster adjustment . I think we can re jig and alter this The caster rods (compression rods) in these cars make it reasonably easy to push the upright forward for a little more positive caster so between the tops and rods hopefully it'll be enough . One thing I don't want to do is screw up the drive shaft angles so the more backwards the top can go the better . The reason I'm doing this is because I want more dynamic caster change when the wheels are turned so that it actually grips on both sides rather than drag the outer third of the inside wheel across the road . So basicaly I need the outside wheel cambre to go negative and the inside to go positive when cornering to put all the rubber on the road . I like my cars to have zero camber when the wheels are straightened up for maximum grip under driving and braking loads . I'm getting a fellow I know who breathes suspension to come up with spring and anti roll bar rates and he's a whiz at getting Bilsteins revalved to suit the spring rates . I found that L series anti roll bar D bushes are same as early Liberty and Impreza so plenty available for different thickness bars . Cheers all , A .

I have basically a bare turbo manifold so I need just about everything that goes with it . The waterpump pipe and turbo - throttlebody hose would be great as well . And then there's the bits to make a pointer for the crank pulley too . Cheers A in Aus .

Hi all , can someone show me pics of the ports (from outside) of these EA82T heads please . I'm told they are not so good and I'd like to see what they look like particularly on the exhaust side . The 81 head I saw recently looked awful so hope MPFI turbo heads are better . Cheers Adrian in Australia .

He's got a complete manifold ... sigh .

May I possibly have any schematic diagrams of the Vortex XT Spider turbo inlet manifold ie where all the vacum lines go ? Also thanks for the GL10 4WD spring and damper rates which I gather are the same as the 86 RX Turbo . I think my front and rear anti roll bars measure ~ 19 and 16mm , does the FSM confirm this ? Thanks heaps , Adrian in Australia .

Yes was thinking of making a short stand off pipe if you know what I mean to adapt differing TB flange patterns . I also have been told the early RX TB's throttle quadrant fouls on the pnenum casting so yes needs to be spaced out . LOL may still get spare wheel under bonnet and RS water IC ! Thanks and cheers Adrian .

No unfortunately I don't have that or the steady bar either . This manifold has no TBody or any pipework so have to find or make some . Actually there is a piece of rubber hose pointed back off an odd looking section on the water crossover flat ally pipe . It does a step upwards and points back at what would be the drivers side of a USDM car (mine is RHD in Australia) . Heater pipe ? Does anyone have a pick of the Vortex (XT ?) engine steady bar or its forward mount anway . If I can't find one we may have to make something and an example would be good , can the std RX one be rejigged with a bit of fabrication ? Are all EA82T injectors the same ie early/late/vane AFM/MAF AFM ? Also to fill in some gaps , I may try to make some kind of adapter so I can retain the std early type MPFI TBody and switch . Any hints very welcome , thanks Adrian in Aus .

Hi all , I have an EA82 spider inlet manifold and need to know if its turbo or NA type . I think the give away could be the steel pipe running from the "bowl area" underneath the thermostat housing back to a rubber hose , would this be the turbos top water fitting . My turbo RX with the garden variety manifold appears to work like this so I guess I have the right spider manifold ? Cheers A .

Mines an Aus spec L series RX Turbo meaning the earlier vane type air flow metre . What I'm not sure about is how the fuel rails and 101 vacum lines are like compared to those on the garden variety EA82 turbo engine . By despise EA82T I get the feeling that you went to a bit of effort to use the best factory bits available and the results weren't there for you . Cheers A .

Hi all from Australia , I dont think we had too many if any spider EA82 turbo engines so does anyone have any pictures of the parts required ? I may have a bare inlet manifold on the way but other bits are probably going to be hard to get here . Is it actualy the inlet manifold that is heated or are there soft lines to heat the throttlebody only ? Cheers and thanks , Adrian . PS were there any other performance enhancements aside from the inlet manifold and possibly the flange hole where the turbo mounts to the up pipe ? Thanks A .

I drew up a "clocking" diagram and noted 100 and 140mm PCD . Assuming the stud holes are 12mm the closest will be 20mm apart (centres) and the holes themselves 8mm . This should not be a problem for a steel hub I think . With the 4 stud rear disk type does the disk slide over the hub or bolt behind it ? Cheers A .

Hi all , not many XT6's in Australia so I'm wondering if anyone has pics of the 4 and 5 stud rear hubs . I need to know if its possible to drill the 5x100mm pcd stud holes in the 4 stud rear hubs if need be . Thanks Adrian .

Am hearing rumors that Aus spec EA82 NA may have had 8.7 pistons to go with the garbage ULP we had in that era . A .

Hmm ok . Guys the reason I was looking into this was because I thought there may be a chance to improve the thing and have it fall back in . I have had a cursory glance at EJ20 conversion threads here in Australia but baulked at the wiring dramas . Its very easy to count the costs of upgrading the EA82-T and comparing it to fitting the EJ turbo option . Blind Freddy can see that the EJ is a far more modern design so more potential . I'm new to Subys so its a very steep learing curve for me ATM . Actually currently trying to solve the L series suspension limitations with Impreza/Liberty (Legacy in US) bits . Hi Doug , no offense intended . I guess we have different ideas on quench for detonation supression and compression ratio . We both know that trying to get what we want from production heads/pistons is difficult and sometimes not econimically viable . I have similar ideas to what Corky Bell mentions in his book Maximum Boost purely because I've seen like ideas work . Thanks everyone for their input , cheers Adrian .

We will have to agree to differ over quench zones but judging by the piston crown pics the turbo ones are better because of the wider "flatwasher" section on top . The "dish" is pretty crude but functional I suppose . Yep the price bit is hardest to beat , can get just about anything made with enough money but as it gets closer to EJ20 Turbo budget the EA starts to look pretty sad . In off the shelf stuff (if its still available here) I guess EA82-T or if the N/A EA81 piston is suitable and still 8.7: static CR - possibly better . I don't remember how the Mon/Ron equation runs with pump fuel in Australia but I can tell you that we started out with glorified mouthwast 89 octane ULP in about 1985-6 and 95 , 98 and E5-100 "oct" is now available through Shell . Its called VP Racing 100 . People I know who've tuned turbo engines with this stuff reckon you can add heaps more on load advance in before the engine detonates . More everywhere actually . Night all , cheers A .

Guys I would not attempt to drop the CR by "lowering" the pistons or using thicker gaskets . I'd like a slightly higher static CR but not at the expense of altering the quench or squish zones . If I could see a pic of a turbo and NA piston side by side I could get an idea of any differences to ring lands . ATM I'm contemplating alterations to the chambers (weld and reform) or NA pistons and opening out the chambers without altering quench zones . Thoughts ?

Yes no stranger to hair dryers . I have not actually seen in person EA82 pistons so I have no idea how good/bad they are ie drilled or slotted oil returns and how the ring lands look . You may actually be able to tell me if the Turbo/NA rings are interchangable on NA pistons . I had not thought about NA pistons with modified chambers but thats not such a bad idea . What was the NA CR ie 9.? to 1 . Also are the EA 81 8.7:1 pistons direct fit ? Thanks Adrian .

Actually you'll find if you use propper twin scroll turbos (IHI make a few) the exhaust manifold pressure and temperature is reduced without the response penalty . Need propper dual pipe header like some late WRX/Legacy's use and the turbos have a divided turbine housing and separate wastegate vent paths . We have 98 and 100 octane pump fuel her in Crikey country (Aus) so we can use a bit more ignition advance without the detonation problems as long as the AFR's are suitable . I think this is the way to get good performance from this engine without stressing the thing with high temps/pressures . Just need pistons with fair CR ie 8.5-9:1 and good ring lands . Cheers A .

Hi all , does anyone make decent oversize pistons for the 86' EA82-T ? I'd prefer a little higher than 7.7:1 compression ratio as well . Thanks , Adrian .