i_c_the_light

Ummm...not quite. It'll reduce the amount of piping though.

Just a cookie, cos you're only 1/2 right. Going AWIC from a JDM Legacy. Just means I don't have to have a scoop.

I've already thought of that, and it shouldn't be too hard to sort that out...

Awesome! 10 points and a cookie to whoever guesses why I'm rotating the housing.

Lol, quite a coincidence being sighted in Dunedin. Odd how I don't know about it. A WRX that has had a twin snail conversion would be quite well known, especially in a small place like Dunedin.

Because it is. I'll do my best. I'll start off with a VF-7 and VF-10 side by side. Apart from physical size and mounts, the biggest difference is the position/direction of the compressor inlet and outlet. After examining them, I can see that the shiney front part of the compressor is only bolted onto the rest of the turbocharger and I think (well, guess) that it isn't involved with shaft in anyway. So with that in mind, I am wondering if it is possible for me to take off the shiney front part of the compressor of either the VF-7 or VF-10 and rotate so both are the same so that the VF-7 outlet would be facing to the right or the VF-10 outlet would be facing upwards? Would I be able to do without damaging anything? Or does a workshop that specialises in turbochargers have to do it because of some process required? Don't ask why right now, I'm just scheming away as usual.

So a complete opposite to what I'm used to....oh wells. Just means I can concentrate more on my AG6!

Yes, all is true. I promise to be a good n00b from now on. Oh and how brutal is off topic? I have yet to venture outside of the tech sections here.

We're only human! They are twins, just not sure if they were sequential or whatever.....I have no idea with how they actually operate and how the computer controls them.

You'd almost want a seperate fuel cell with alcohol that you can change over to at the flick of the switch.

Yeah I think I went a bit too overboard. I gotta remember this isn't NASIOC, I'm a n00b here and folks here are polite. I do think it's important to point out that the twin turbo WRX that was discovered in Aus didn't come like that from factory and Subaru never released the WRX with the twin tubo setup. Yes the EJ20H/R are proper twin turbo, not sequential...whatever the difference is I don't know. I do know that on the GT-B the primary does 15psi and then the secondary takes over past that to about 16-17psi. My knowledge on the twins are limited, because of their complexity compared to the singles I just get confused so easily to the point where I don't know where to begin when it comes to pinpointing issues.

They sit on either side of the engine. The way the exhaust gases flows is really weird.

I'm bumping this thread because there is so much misinformation and the last thing I (we) want is someone taking this misinformation as true. If I was some n00b wanting information on the turbocharged EJ20 then I'd want to get the right information. Firstly, THERE IS NO TWIN TURBO IMPREZA. Period. The Gravel Express is a renamed and underpowered WRX. It has the TDO4. Only the Legacy/Liberty models had the twin turbo design (which actually has horrible lag between the primary and secondary - called the 'Valley Of Death' or VOD) and that was for the 2nd and 3rd generations. The twin turbos have the highest rate of engine/turbo failure out of all the Subaru turbo setups. Trust me on this. In the local club I'm in, we have 3 twin turbo and they love to pop up CE lights and ruin primary turbos and randomly fuel cut. But the power they put out is GOOD!!! Especially when the secondary spools up and then it's smiles all round. Secondly, we're going to sort out these engine codes. This EJ20T and TT bull has to stop. There is no such thing as an EJ20T or a TT. Single turbo codes are: EJ20G and EJ20K. Twin turbo codes are: EJ20H and EJ20R. Jeez kids, get it the first time and I won't have to revive 2 year old threads!

Looks like I'll have to find out! I'd be suprised if the VF-10 does fit because they were used on the JDM 1st generation Legacy GT. I'm now seriously doubting that they will fit because a TD04 will bolt straight into a 1st gen Legacy.

Link H.Q. are up the road from me, and I'm tempted to give them a call for my RX.

Okay, so my understanding is that to fit ANY turbocharger that from an EJ engine to an EA82 is getting one of the turbine mounting holes redrilled? I have a VF-10 which I am keen to put in.

I would so rock that.

BUMP!!! I did an experiment by running the engine with and without the radiator cap. With no cap the exhaust was colourless. With the cap I'm getting a misty exhaust and on the ground there are spots splattered directly behind the pipe like it's spraying fluid. Should have the other engine by Thursday, so it'll be interesting. Oh and it has Gen II heads with the "EA82" right where Skip said.

It's easy enough!

While a HG does look a tad daunting, I'm ready to give it a go. The gaskets will probably be done outside the car because I have another EA82T already lined up which will be put in while the current engine gets worked on. Again, thanks a lot for your help guys. Expect to see more of me as I get deeper and deeper into getting this car going!

I do have bubbling with the cap off. I've also ruled out a leaking cap already because I'm using the one from my Legacy AWIC to make sure. There have been no coolant found externally on the engine at all, and the radiator is newish. Let's assume for a moment that it IS the coolant evaporating into the exhaust. Would that be a cracked head gasket or a cracked head? I'll have to have a look under the car later on because I've got it parked in a mates garage for the time being. btw, thanks for you's throwing me some answers. This car is going to be a project for a mate of mine and I where at the end of it the car will be fully prepared for rally competition. We are looking at an EJ swap later on down the road, but now the current objective is to get the car 100% operational first.

EA82T. Losing coolant somewhere. Misfiring a bit. Temperature gauge fluctuates. Get's hotter under load/going up hill and gets cooler going down hill. No oil in the water and no milky dipstick too. Am I right to assume headgaskets?