Welcome to the North American Subaru Impreza Owners Club Thursday March 28, 2024
Home Forums Images WikiNASIOC Products Store Modifications Upgrade Garage
NASIOC
Go Back   NASIOC > NASIOC General > Proven Power Bragging

Welcome to NASIOC - The world's largest online community for Subaru enthusiasts!
Welcome to the NASIOC.com Subaru forum.

You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, free of charge, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!

If you have any problems with the registration process or your account login, please contact us.







* As an Amazon Associate I earn from qualifying purchases. 
* Registered users of the site do not see these ads. 
Reply
 
Thread Tools Display Modes
Old 04-03-2011, 08:08 PM   #1551
azscooby
Scooby Specialist
 
Member#: 115297
Join Date: May 2006
Chapter/Region: SWIC
Location: Mesa, AZ
Vehicle:
2002 ej207 vf34
WRB

Default

Quote:
Do you have any idea of why your system was so laggy when others are seeing that amount of boost at least 500 RPM sooner on the small 16G in 3rd gear?
No I do not. Neither did my tuner - though he seemed to think this was well within the range of average and did not offer up any suggestions as to why it was so slow to spool.

I am currently getting a CEL (P0037) and the car is either pulling timing really bad or not hitting full boost (or both.)

When I clear the CEL it runs fine again, which makes me think the problem is in the tune and not mechanical.

I'm not sure whether I will go back to that tuner or start from scratch with another tuner.

any input on getting the most out of this upgrade?

I was hitting full boost before well before 3K rpms on the stock td04 - then the tune and it went way up.
I did a number of upgrades at the same time so I have no way of knowing what it is that is causing the slow spool.

Any input?

thanks.
* Registered users of the site do not see these ads.
azscooby is offline   Reply With Quote
Sponsored Links
* Registered users of the site do not see these ads.
Old 04-03-2011, 09:38 PM   #1552
xsnapshot
Scooby Newbie
 
Member#: 170973
Join Date: Feb 2008
Location: nashville
Vehicle:
2004 WRX 4EAT
PSM

Default

Quote:
Originally Posted by azscooby View Post
No I do not. Neither did my tuner - though he seemed to think this was well within the range of average and did not offer up any suggestions as to why it was so slow to spool.

I am currently getting a CEL (P0037) and the car is either pulling timing really bad or not hitting full boost (or both.)

When I clear the CEL it runs fine again, which makes me think the problem is in the tune and not mechanical.

I'm not sure whether I will go back to that tuner or start from scratch with another tuner.

any input on getting the most out of this upgrade?

I was hitting full boost before well before 3K rpms on the stock td04 - then the tune and it went way up.
I did a number of upgrades at the same time so I have no way of knowing what it is that is causing the slow spool.

Any input?

thanks.
p0037 is for the rear O2 sensor. You should have the tuner disable that code. Also what makes you think you are pulling timing or not reaching full boost? Do you have any way of logging your car to see if it is? Or at least to see if your knocking bad? Boost gauge?

I don't know why your spool was so slow. Your mods are good, and should only help. Barring mechanical issues, I would also question your tune. Perhaps getting a manual boost controller and running a hybrid boost control setup would also be good for you. It would allow for much easier boost tuning and provide the quickest possible spool up.

I believe in your case, the hybrid system would be a great fit, as the small TD04L 6cm^2 hotside will spool very quickly. With just an MBC, you would likely tire quickly of the part throttle/full boost phenomenon.

The problem with quoting boost figures is they are so load dependent. If you said you didn't reach full boost until 4100 RPM in 1st gear, then I would think that is fine. However if your not hitting it until that RPM in 3rd gear, then there is a problem. A lot of factors come in to play as well, like density altitude, if your exhaust manifold is hot or not, how free flowing your exhaust is, etc. From what I've seen and personally experienced, a small 16G (TD05H-16G 7cm^2) on an EJ205 and TMIC, with a stock 5spd transmission in 3rd gear should see full boost (~20psi) by 3500 RPM +/- 100 depending on other factors.
xsnapshot is offline   Reply With Quote
Old 04-04-2011, 03:57 AM   #1553
mattyg
Scooby Newbie
 
Member#: 32258
Join Date: Jan 2003
Chapter/Region: NWIC
Location: Seattle
Vehicle:
2003 WRX Wagon
PSM

Default

Looking into a Blouch TD04-19 rebuild. I can't find anything on their website about rebuilding services. Do they offer a core exchange program?
mattyg is offline   Reply With Quote
Old 04-04-2011, 11:42 AM   #1554
barryj
Scooby Newbie
 
Member#: 146723
Join Date: Apr 2007
Location: Franconia NH
Vehicle:
2005 WRX
WRB

Default

Hey Mattyg,
No core exchange...you have to send in a TD04....then they rebuild as needed and upgrade it. They don't keep any in stock/on the shelves if that's what you mean.
barryj is offline   Reply With Quote
Old 04-04-2011, 11:46 AM   #1555
mattyg
Scooby Newbie
 
Member#: 32258
Join Date: Jan 2003
Chapter/Region: NWIC
Location: Seattle
Vehicle:
2003 WRX Wagon
PSM

Default

Can you point me towards a website where it talks about these services? I haven't been able to find it. Makes me think they don't do it anymore.
mattyg is offline   Reply With Quote
Old 04-04-2011, 12:36 PM   #1556
Cliff P
Scooby Specialist
 
Member#: 246003
Join Date: May 2010
Chapter/Region: MAIC
Location: Bel Air, MD
Vehicle:
05 BRZ series.blue
Crystal White Pearl

Default

Call/e-mail them.

ph: 717-865-3276
e: [email protected]
Cliff P is offline   Reply With Quote
Old 04-04-2011, 03:25 PM   #1557
barryj
Scooby Newbie
 
Member#: 146723
Join Date: Apr 2007
Location: Franconia NH
Vehicle:
2005 WRX
WRB

Default

Yeah, what Cliff says....call them, but email doesn't get their attention so just call them, ask for Mike They just did mine last week.
BJ
barryj is offline   Reply With Quote
Old 04-04-2011, 11:34 PM   #1558
Cliff P
Scooby Specialist
 
Member#: 246003
Join Date: May 2010
Chapter/Region: MAIC
Location: Bel Air, MD
Vehicle:
05 BRZ series.blue
Crystal White Pearl

Default

I plan on going the blouch route as well, but mainly after I get the suspension where I want it for mild track use. What good is the 'goon for power if I can't even control it on a roadcourse?!
Cliff P is offline   Reply With Quote
Old 04-05-2011, 02:13 AM   #1559
wrxtremeWGN
Scooby Specialist
 
Member#: 12281
Join Date: Nov 2001
Chapter/Region: Tri-State
Location: Stony Brook, NY
Vehicle:
08 FSXT
Tiger's Blood

Default

this is def a great upgrade from a td04... but it just seems for the price of admission, its more practical to just throw a few extra bucks on top and get a VFxx or 16g. if read through this thread and cant remember, are there (m)any results of this turbo w/ a 2.5 liter?
wrxtremeWGN is offline   Reply With Quote
Old 04-05-2011, 09:03 AM   #1560
Scooby921
Merci Buckets
Moderator
 
Member#: 88606
Join Date: Jun 2005
Chapter/Region: MWSOC
Location: Michigan
Vehicle:
2018 Grand Cherokee
Velvet Red Pearl

Default

Quote:
Originally Posted by Cliff P View Post
I plan on going the blouch route as well, but mainly after I get the suspension where I want it for mild track use. What good is the 'goon for power if I can't even control it on a roadcourse?!
In all honesty, the 19T isn't a great track day turbo. It falls off up top just like the stock 13T. To get a lot of power out of it you do have to push it pretty hard. Turning laps at the track I'd be worried about intake temps and detonation with a smaller turbo like this. If you don't mind the slight delay in boost response a small 16G is going to be a better option. You don't have to push it as hard to make the same or more power, and it will pull all the way to redline (good for track use as you spend more time at high rpm than low rpm).

Quote:
Originally Posted by wrxtremeWGN View Post
this is def a great upgrade from a td04... but it just seems for the price of admission, its more practical to just throw a few extra bucks on top and get a VFxx or 16g. if read through this thread and cant remember, are there (m)any results of this turbo w/ a 2.5 liter?
Its only practical to use a VF or 16G if you don't mind the delay in boost response. Those who like snappy response will like the 19T. Those who want more peak power and high rpm power band will have to sacrifice response for better performance.

There are no results for a 19T on a 2.5L because its an absolute waste. The stock 13T on a 2.5L is a complete waste. Several (possibly many) pages back I posted some pics of the engine demand plots over the compressor maps. The demand from a 2.5L engine is off the compressor map (horrible efficiency) at just about anything over 5000rpm.
Scooby921 is offline   Reply With Quote
Old 04-05-2011, 01:50 PM   #1561
Cliff P
Scooby Specialist
 
Member#: 246003
Join Date: May 2010
Chapter/Region: MAIC
Location: Bel Air, MD
Vehicle:
05 BRZ series.blue
Crystal White Pearl

Default

Quote:
Originally Posted by Scooby921 View Post
In all honesty, the 19T isn't a great track day turbo. It falls off up top just like the stock 13T. To get a lot of power out of it you do have to push it pretty hard. Turning laps at the track I'd be worried about intake temps and detonation with a smaller turbo like this. If you don't mind the slight delay in boost response a small 16G is going to be a better option. You don't have to push it as hard to make the same or more power, and it will pull all the way to redline (good for track use as you spend more time at high rpm than low rpm).


Its only practical to use a VF or 16G if you don't mind the delay in boost response. Those who like snappy response will like the 19T. Those who want more peak power and high rpm power band will have to sacrifice response for better performance.

There are no results for a 19T on a 2.5L because its an absolute waste. The stock 13T on a 2.5L is a complete waste. Several (possibly many) pages back I posted some pics of the engine demand plots over the compressor maps. The demand from a 2.5L engine is off the compressor map (horrible efficiency) at just about anything over 5000rpm.
Good to know, thanks. I have test driven a wagon with a Blouch 19T and it was very quick, but I did notice that top end was a bit more linear than I was expecting.

I'll need to get back to the drawing board to determine which turbo would best suit my application. Don't want anything I need to worry about a transmission with, and don't want anything like the 30r powered car I used to own.

I'm thinking along the lines of a T28, maybe. Hell, I'm assuming the T25 I've got laying around would be better than the tiny turbo I've got now. Time to research.
Cliff P is offline   Reply With Quote
Old 04-05-2011, 01:51 PM   #1562
AllAWD
Scooby Specialist
 
Member#: 17079
Join Date: Apr 2002
Chapter/Region: MAIC
Location: Alexandria, VA
Default

Quote:
Originally Posted by Scooby921 View Post
In all honesty, the 19T isn't a great track day turbo. It falls off up top just like the stock 13T. To get a lot of power out of it you do have to push it pretty hard. Turning laps at the track I'd be worried about intake temps and detonation with a smaller turbo like this. If you don't mind the slight delay in boost response a small 16G is going to be a better option. You don't have to push it as hard to make the same or more power, and it will pull all the way to redline (good for track use as you spend more time at high rpm than low rpm).


Its only practical to use a VF or 16G if you don't mind the delay in boost response. Those who like snappy response will like the 19T. Those who want more peak power and high rpm power band will have to sacrifice response for better performance.

There are no results for a 19T on a 2.5L because its an absolute waste. The stock 13T on a 2.5L is a complete waste. Several (possibly many) pages back I posted some pics of the engine demand plots over the compressor maps. The demand from a 2.5L engine is off the compressor map (horrible efficiency) at just about anything over 5000rpm.
Well said. This post needs to be in a 19t FAQ.
AllAWD is offline   Reply With Quote
Old 04-06-2011, 03:41 PM   #1563
DamnThatRevLimiter
Scooby Newbie
 
Member#: 174294
Join Date: Mar 2008
Chapter/Region: NWIC
Location: Edmonds ,Wa
Vehicle:
02 WRX , 2013 FXT
VF30 Stage 8 billion

Default

So this has been touched on but never fulliy explained:
Small turbine with big compressor etc. stock WRX TD04 hot side with 20G compressor . just an exageration!
Now i know that the compressor doesn't fit . I am refering to the concept .

My question was sparked by a post saying that with a 19t you have to clip the turbine wheel . Is this because there is too much torque on the shaft between the wheels ?
what would the pros and cons be of a huge mismatch like that?

sorry for a slight thread jack if the reply is too off topic can someone pm me i am just thirsting for a little knowlage and my searches haven't dug up anything i have even google this.
DamnThatRevLimiter is offline   Reply With Quote
Old 04-06-2011, 05:25 PM   #1564
xsnapshot
Scooby Newbie
 
Member#: 170973
Join Date: Feb 2008
Location: nashville
Vehicle:
2004 WRX 4EAT
PSM

Default

Quote:
Originally Posted by DamnThatRevLimiter View Post
So this has been touched on but never fulliy explained:
Small turbine with big compressor etc. stock WRX TD04 hot side with 20G compressor . just an exageration!
Now i know that the compressor doesn't fit . I am refering to the concept .

My question was sparked by a post saying that with a 19t you have to clip the turbine wheel . Is this because there is too much torque on the shaft between the wheels ?
what would the pros and cons be of a huge mismatch like that?

sorry for a slight thread jack if the reply is too off topic can someone pm me i am just thirsting for a little knowlage and my searches haven't dug up anything i have even google this.
They clip the turbine wheel to allow for more total discharge through the turbine as a whole. They are trying to minimize the losses encountered from the mismatch.

When you clip a turbine wheel, you remove some of the surface area on the turbine wheel upon which work can be done by the exhaust gas. This work is what drives, or spins, the wheel/shaft etc. This theoretically will hurt your low end ever so slightly because you loose out on an opportunity to extract energy from the exhaust gas.

If you looked at the back of the turbo you could see that most of the cross sectional area of the turbine opening is taken up by the turbine wheel. Then there is the small gap between the wheel and the housing. The air passing through that gap does no work on the turbine wheel since it cannot come into contact with it. Increasing this area (by clipping) means you can increase the discharge through the turbine without doing more work on the turbine wheel. This is beneficial when your moving a lot of air at higher RPM's.

I still have trouble understanding why a larger wastegate would not be better than clipping. I'm no expert in thermodynamics and the physics of turbo's, but it would seem that a larger wastegate could divert the necessary exhaust gas just as well as clipping the turbine wheel. Someone more knowledgeable than myself will have to provide input on why that's not the better option.

I mentioned this briefly when talking to Mike at Blouch a year or two ago, and he didn't seem very open to the idea and told me he wouldn't be able to warranty the unit without clipping.
xsnapshot is offline   Reply With Quote
Old 04-06-2011, 09:35 PM   #1565
trinistyles
Scooby Specialist
 
Member#: 71627
Join Date: Sep 2004
Chapter/Region: Tri-State
Location: Ny/Nj/Li
Vehicle:
180 Wrx/Fozzy/OBS
DGM/DGM/Red

Default

19T + chipped turbine wheel= nice
19T+ H turbine wheel =Yahoo
My1c
trinistyles is offline   Reply With Quote
Old 04-06-2011, 10:01 PM   #1566
DamnThatRevLimiter
Scooby Newbie
 
Member#: 174294
Join Date: Mar 2008
Chapter/Region: NWIC
Location: Edmonds ,Wa
Vehicle:
02 WRX , 2013 FXT
VF30 Stage 8 billion

Default

^^based off xsnapshot's post the "H" wheel would seem better than clipping.

that is a good point about an EWG , I wonder if that woul work?
DamnThatRevLimiter is offline   Reply With Quote
Old 04-06-2011, 10:34 PM   #1567
xsnapshot
Scooby Newbie
 
Member#: 170973
Join Date: Feb 2008
Location: nashville
Vehicle:
2004 WRX 4EAT
PSM

Default

Quote:
Originally Posted by DamnThatRevLimiter View Post
^^based off xsnapshot's post the "H" wheel would seem better than clipping.

that is a good point about an EWG , I wonder if that woul work?
It depends on how you define "better". My experience with the H wheel yielded identical spool up results as the small 16G I currently have. And spool up is not as quick as what others are getting with just the clipped TD04L wheel.

The thing about clipping is that since your reducing the area on which work can be done, the area thats left will require more work/unit area than previously to achieve the same rotational speed.

What does this mean? Well turbines operate based on a pressure differential. If there is x psi on one side of the turbine, and y psi on the other, then you have a differential of x-y from which you can extract energy. A force applied to the blades occurs from the pressure of the gas/area the gas is acting on. When you reduce area, you can see that you now need an increase in pressure to achieve the same force.

This means that clipping your turbine wheel will actually require a larger x-y pressure differential than before to achieve the same rotational speed. Since y is probably going to remain the same as before (or worse if you plan on making more power), then x must go up. And when x goes up, your volumetric efficiency goes down, as it is getting harder and harder for the motor to expel the exhaust gas.

Keep in mind this is all based on physics and might not be significant. Do these things happen in the real world? Yes. Does it make a huge difference? Likely not. Clearly you can make more power with this clipped 19T than with a 13T. However you are making this power at a lower Volumetric efficiency than with, say, a VFXX or a 16G.

For many this trade off is worth the overall gain and cheap-ish price. To those living in significantly higher elevations, the ability to efficiently pump air at much higher pressure levels than before, while maintaining a reasonable boost threshold, will be worth it as well.
xsnapshot is offline   Reply With Quote
Old 04-06-2011, 11:29 PM   #1568
Scooby921
Merci Buckets
Moderator
 
Member#: 88606
Join Date: Jun 2005
Chapter/Region: MWSOC
Location: Michigan
Vehicle:
2018 Grand Cherokee
Velvet Red Pearl

Default

Quote:
Originally Posted by DamnThatRevLimiter View Post
^^based off xsnapshot's post the "H" wheel would seem better than clipping.

that is a good point about an EWG , I wonder if that woul work?
There is a lot of theory, but there are a lot of variables. I believe knuts added an EWG to his 19T. You'll have to look back several pages for his results, though I'm not sure they were ever posted. You might have to PM him and ask. IIRC, the added performance from the EWG wasn't all that significant.
Scooby921 is offline   Reply With Quote
Old 04-07-2011, 12:33 AM   #1569
xsnapshot
Scooby Newbie
 
Member#: 170973
Join Date: Feb 2008
Location: nashville
Vehicle:
2004 WRX 4EAT
PSM

Default

Quote:
Originally Posted by Scooby921

There is a lot of theory, but there are a lot of variables. I believe knuts added an EWG to his 19T. You'll have to look back several pages for his results, though I'm not sure they were ever posted. You might have to PM him and ask. IIRC, the added performance from the EWG wasn't all that significant.
Correct. I believe we concluded that the backpressure requirement was so great, that the wastegate was hardly diverting much at all. Especially up top. So not much of a difference could really be seen as an end result.

I really wish an engineer from blouch would come on here and explain this hybrid turbo. Maybe throw a little theory our way. A pipe dream probably....
xsnapshot is offline   Reply With Quote
Old 04-07-2011, 01:10 PM   #1570
DamnThatRevLimiter
Scooby Newbie
 
Member#: 174294
Join Date: Mar 2008
Chapter/Region: NWIC
Location: Edmonds ,Wa
Vehicle:
02 WRX , 2013 FXT
VF30 Stage 8 billion

Default I really wish an engineer from blouch would come on here and explain this

Quote:
Originally Posted by xsnapshot View Post
Correct. I believe we concluded that the backpressure requirement was so great, that the wastegate was hardly diverting much at all. Especially up top. So not much of a difference could really be seen as an end result.

I really wish an engineer from blouch would come on here and explain this hybrid turbo. Maybe throw a little theory our way. A pipe dream probably....
^^^ That would be way cool! I will try pm'ing Knuts .

If the external didn't bleed off enough pressure, then is it possable to run an internal and external to augment the extra gas out of the housing.
DamnThatRevLimiter is offline   Reply With Quote
Old 04-07-2011, 10:07 PM   #1571
Cliff P
Scooby Specialist
 
Member#: 246003
Join Date: May 2010
Chapter/Region: MAIC
Location: Bel Air, MD
Vehicle:
05 BRZ series.blue
Crystal White Pearl

Default

I don't know that I'd ever want to run an internal and external gate simultaneously. That just begs issues, IMO. Twin externals would be okay if you had a twin scroll setup, but otherwise, just match the wastegate to your desire.

Big turbo/low boost = big gate (think 44mm plus)
Big turbo/big boost = small gate (38mm)
small turbo/low boost = small gate (38mm also fine here)
small turbo/big boost = small gate (again, 38mm)
Cliff P is offline   Reply With Quote
Old 04-07-2011, 11:29 PM   #1572
xsnapshot
Scooby Newbie
 
Member#: 170973
Join Date: Feb 2008
Location: nashville
Vehicle:
2004 WRX 4EAT
PSM

Default

Quote:
Originally Posted by DamnThatRevLimiter

^^^ That would be way cool! I will try pm'ing Knuts .

If the external didn't bleed off enough pressure, then is it possable to run an internal and external to augment the extra gas out of the housing.
I wouldn't do that. A single 38mm external gate will handle all the flow you will need.

The issue is not the ability to remove enough exhaust gas volume. When knuts ran his turbo, he was targeting very high pressure ratios and the wastegate did not need to relieve much extra pressure. The backpressure requirements to spin the turbine/compressor that fast resulted in the majority of the gas being required to flow through the turbine.
xsnapshot is offline   Reply With Quote
Old 04-08-2011, 11:14 AM   #1573
DamnThatRevLimiter
Scooby Newbie
 
Member#: 174294
Join Date: Mar 2008
Chapter/Region: NWIC
Location: Edmonds ,Wa
Vehicle:
02 WRX , 2013 FXT
VF30 Stage 8 billion

Default

Quote:
Originally Posted by xsnapshot View Post
I wouldn't do that. A single 38mm external gate will handle all the flow you will need.

The issue is not the ability to remove enough exhaust gas volume. When knuts ran his turbo, he was targeting very high pressure ratios and the wastegate did not need to relieve much extra pressure. The backpressure requirements to spin the turbine/compressor that fast resulted in the majority of the gas being required to flow through the turbine.
oooh ok, i just hate the thought of clipping the exhaust wheel because honestly if a usdm 2002 TD04 turbine side was connected to a 16g wheel or 19T and got 290whp before 4000-5000 rpm that would be sick . I don't like what i see when the dyno graphs show such a dropp twords redline, but i guess you could always shift up.
DamnThatRevLimiter is offline   Reply With Quote
Old 06-14-2011, 01:50 PM   #1574
soobaviator
Scooby Specialist
 
Member#: 115070
Join Date: May 2006
Chapter/Region: MAIC
Location: Northern VA
Vehicle:
2009 DGM LGT Spec.B
08 Audi Q7 4.2 PRM

Default

I can't even begin to digest all of the post in the thread however I wanted to post some photos for a size comparison on the wheels. Scooby921 mentioned that the small 16G is a much better all around turbo. I second that opinion. Even with a wheel clip the converted 19T just does not have it. The 6 cm hot side is limiting without going EWG.

From left to right: small 16g, 19T, 18T. Sorry I did not have a 13T wheel onhand for the comparison! BTW the 19T compressor is trashed. It came out of a conversion which the thrust bearing was killed. This tore up both the turbine and compressor. Premature wear of the thrust bearing is an issue with the conversions if it is not fitted with an upgraded thrust assembly.



For further reference the 18G and 20G wheels are shown for comparison here



To be blunt clipping wheels is just plain dumb and basically ruins the turbine efficiency and wastes the energy of the gasses going through it. While you get more flow less energy is imparted to the rotating assembly so response suffers. In some cases dramatically. Without an external gate the TD04 is always going to die in the upper rpm because volumetric efficiency is falling off of a cliff due to the small housing.



-soobaviator
soobaviator is offline   Reply With Quote
Old 01-16-2012, 10:42 AM   #1575
Beetspeed
Scooby Newbie
 
Member#: 166264
Join Date: Dec 2007
Location: Netherlands, Europe
Vehicle:
1974 VW 2.2ltr 7670
402 WHP @ 30psi

Default

Quote:
Originally Posted by soobaviator View Post
Premature wear of the thrust bearing is an issue with the conversions if it is not fitted with an upgraded thrust assembly.
Ok, I hear you.
The 19T wheel and housing can be bought seperate, but where can you get this 'upgraded thrust bearing' you speak of and what is it exactly?

Thanks in advance,
Walter
Beetspeed is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
td04 19t blouch upgrade. WhiteBgeye02 Private 'Wanted' Classifieds 1 06-23-2010 08:35 PM
WTB td04 for 19t upgrade tanner127 Private 'Wanted' Classifieds 3 04-13-2010 08:04 PM
Blouch TD04 19T upgrade on 4EAT. Opinions Brock31 Transmission (AT/MT) & Driveline 6 12-17-2009 10:35 AM
Blouch TD04 19T Upgrade lackofhp Factory 2.5L Turbo Powertrain (EJ Series Factory 2.5L Turbo) 8 10-31-2008 01:57 PM
TD04-19T questions. ringe Factory 2.5L Turbo Powertrain (EJ Series Factory 2.5L Turbo) 6 06-07-2008 07:19 PM

All times are GMT -4. The time now is 12:29 PM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2024, Jelsoft Enterprises Ltd.
Powered by Searchlight © 2024 Axivo Inc.
Copyright ©1999 - 2019, North American Subaru Impreza Owners Club, Inc.

As an Amazon Associate I earn from qualifying purchases.

When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission
Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.