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sorry, i didnt see the centre diff part first time , i havent heard of that brake upgrade, dosn't exist over here, us poor aussies.

brakes upgrade.. easy, i coudla sworn you were all (mostly ) in the US.. XT6/impreza hybrid 5 lug converison! if i was in the us id have it done by now.. its only we dont have xt6s here :/

thereis nothing difficult or unrealistic about making getting the straight line perfomance of a stock STi, the handling will be the real killer.. u might want to consider in your list a conversion to Viscous center diff on the AWD box, it will understeer a lot otherwise , even with the stiffer suspension. comparisons to the sti should be kept on the track too, it'l never handle as well on the bumpy stuff , certianly with none of the compsure of an sti, but a good comprimse.. and good value.. for sure! especially as a track car. Jimmy

Nah Garner, I wish!. that thing is gorgeous, and quick too he was on a subaru cruise with us earlier in the year, I dont actually know him in person . but the author of the following thread MAY know him , and remember his username on that forum , so Ill ask him if your want. there is more pics of that green one here: http://www.ausubaru.com/ausubaru/html/modules.php?name=Forums&file=viewtopic&t=509 , along with the blue beaten up brumby i used to own, (minus the big spoiler) , and my RX , the white 1 with the front mount. cheers

Woah, settle down skeeters. this is an interesting thread, I too have an ea82T'd RX turbo, (in aus) , running a Jap import gen2 engine, microtech aftermarket ECU (sequential fire), GT lib RHB5 turbo feeding a front mount intercooler, custom headers (crossover pipe, exh manifold if u like) , and the usual big exh, running about 14psi. all up these mods have cost me about 1500d australian plus 1000 for the ECU that was allready installed (so thats probably about 1500 or so equivilent US dollars, from what i can gather, as for power, well ill find out in a few days when i hit the 4WD dyno, but its been running like this for about 14 months i spose, with a few upgrades in that time, if i can make somewhere over 140hp at all 4 wheels ill be happy. all i do know is beating standard/ near standard WRXs is no problem, ive had duels with several. , all comes down to power-weight obviously. Now more to the topic , theres no way an EJ20 is going in the car, as being a genuine RX i want to keep it in genuine RX drivetrain, which in this case includes a jap constant box, i may modifiy the box for a viscous center, but thats it. the last thing i want to do is hack things up squeezing an EJ in there , even tho it would be the sensible option to increase power further, when this engine dies ill be taking the strenthend rebuild option instead. lets also not forget the EJ is around 40KG heavier... if you care about handling, thats a lot of KG to have hanging over the front wheels. I know what if feels like in a brumby , and its not good. the thing to remember is.. if you understand the limits of the engine, and are happy to sit within them, theres no need to go off doing engine transplants. Ive owned an EJ20TT powered brumby in the past, and ot be honest due to the rx being factory powered, i enjoy beating WRXs more in it, than i did in the brumby (which when i owned it had similar if not less power to the RX .. tho things have changed since its new owner ) , Now of course i want to raise the bar, but as the author of the thread pretty acuratly stated, 250engine hp is prettymuch the reliable limit.. the critical factor being the relativly weak pistons.. not the crank and rods as some ppl suggest, while they too have a limit, its more than 250hp. the 3 bearing crank simply does not have the same negative effect as on an inline engine. and as mentioned, the reasons for the EJs 5 bearing system is a lot more than just higher power handling.. allows a longer crank required for the bigger engines , and lowers NVH levels, a must for refinement expectations of today. if anything the Rods pose more of a limitation in this area.. but they are quite short so it would be intersting if someone has some input here. One of the real problems ive determined as stated is the old head design, and this is why the key is to run a mixture on the rich side @ high boost, and be able to accuratly retard timing as boost increases. this is why an aftermarket computer is a must. its also , combined with good intercooling, the reason my 100k mile+ motor is still alive, even tho 1 piston has been damaged (another story), at least 15k mile ago. It dosnt detonate, the cool and relativly rich mixture keeps valve temps and piston temps down. flow is another matter, and its been dicussed by someone who knows what theyre talking about (unlike me) allready. the other problem that relates, is again, being an older design there are no piston oil squirters in the rods, another exuse for piston temps going skyward.. with pistons following , in time. so the moral of the story is, the reliable limit is not set in concrete, its dependand on how you go about achiving the power . hence why 250hp is not an unrealistic figure. when rebuild time comes soon, ill certainly let you know which options i choose, but one will definatly be forged pistons.

yea i know personly of an RX that ran 18psi on legacy turbo but for road use, it lasted for quite a while,, actually we dont know how long it would have lasted as it was rebuilt to strenghten it up anyway, when it was pulled down bearings were pretty rooted, but dont know how old the engine was to start with so it didnt help much. was suprisingly quick too , will be a lot quicker when its finished tho

subarurx: awesome rx, whered you get the wheels from? : :cornfuzz: