Welcome to the North American Subaru Impreza Owners Club Wednesday January 28, 2015
Home Forums WikiNASIOC Products Store Modifications Upgrade Garage
NASIOC
Here you can view your subscribed threads, work with private messages and edit your profile and preferences Home Registration is free! Visit the NASIOC Store NASIOC Rules Search Find other members Frequently Asked Questions Calendar Archive NASIOC Upgrade Garage Logout
Go Back   NASIOC > NASIOC General > Member's Car Gallery

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.
* Registered users of the site do not see these ads.
Reply
 
Thread Tools Display Modes
Old 03-30-2008, 07:07 AM   #101
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

Quote:
Originally Posted by garagedefeat View Post
one or two wastegates? either or, i'm going to go with turbine back pressure as mentioned before. Looks like you are filling the exhaust very well, and it has nowhere to go...

personally, i would have never started with a 40 too - hate to break it to you, but the car will never reach its potential with that slug. 37 or 42 man.....i'll never take that option in between. It simply does not work as well as the options around it.
Hmm now thats a wierd statement 37 or 42... how will a 42 help when i have a restriction??? the car will be even laggier and max out at similar power levels.. so the 42 would never come close to reaching its potential..

The 37 is not really a proven turbo the 40R is.. I wish i had of stuck with my 35R though but i think the 40R is a good all round performer.. im running a large rear housing 1.06 so i think changing to 0.85 will be more responsive..


Also im only running a single wastegate...
* Registered users of the site do not see these ads.
tino is offline   Reply With Quote
Old 03-30-2008, 01:14 PM   #102
shvrdavid
Scooby Specialist
 
Member#: 86078
Join Date: Apr 2005
Location: Central Pa.
Vehicle:
2005 Sti
4094R Twin Scroll

Default

Quote:
Originally Posted by garagedefeat View Post
one or two wastegates? either or, i'm going to go with turbine back pressure as mentioned before. Looks like you are filling the exhaust very well, and it has nowhere to go...

personally, i would have never started with a 40 too - hate to break it to you, but the car will never reach its potential with that slug. 37 or 42 man.....i'll never take that option in between. It simply does not work as well as the options around it.
Please explain your reasoning for the 37r or the 42r...

The 37r has a terrible compressor map at 3:1... 27-52lbs/min the 4088r has a more useable map, 36-65lbs/min

The 4294r is 35-82lbs/min...(It will spool later than all of these)....... And the 4094r is 46-82lbs/min


I think that the best option for our boxers is the 4094r, (it will flow the same up top as the 4294r compressor, and spool faster) with the 4088r next in line...

Save the 37r for twin turbo setups....
shvrdavid is offline   Reply With Quote
Old 03-30-2008, 04:40 PM   #103
TURBOTOD
Scooby Specialist
 
Member#: 97130
Join Date: Sep 2005
Chapter/Region: SCIC
Location: San De-Ahgo, CA
Vehicle:
2004 WRB STI on RG-D
COBB/TIC/CUSCO/DSS/TSSFAB

Default

S

I

C

K.


Peace-
Tod
TURBOTOD is offline   Reply With Quote
Old 03-30-2008, 05:41 PM   #104
garagedefeat
Scooby Specialist
 
Member#: 101399
Join Date: Nov 2005
Chapter/Region: MAIC
Location: Pittsburgh, PA
Vehicle:
2001 Forester L

Default

what size wasegate tino? I'd add another, regardless of what size your current one is. Increase the dump tube size and go up in turbine housing side if you are keeping the turbo. Full exhaust? What size?

shvr and tino - real-world, it simply is not a performer. You can look at all of the compressor maps that you want. They are good guidelines, but often they don't tell the full story. We've tested them all, and, call it design or call it black art, the 40 just doesn't perform in the real world as compared to other garret options. This often isnt realized since many shops/owners dont try all 3 of these turbos on the same setup.

it's a hard thing to prove, but if you look at enough dyno graphs of similar setups, you'll see that it takes a lot more boost to get the 40 to output what, say, a 37 or 42 will.
garagedefeat is offline   Reply With Quote
Old 03-30-2008, 08:49 PM   #105
shvrdavid
Scooby Specialist
 
Member#: 86078
Join Date: Apr 2005
Location: Central Pa.
Vehicle:
2005 Sti
4094R Twin Scroll

Default

Quote:
Originally Posted by garagedefeat View Post
...it's a hard thing to prove, but if you look at enough dyno graphs of similar setups, you'll see that it takes a lot more boost to get the 40 to output what, say, a 37 or 42 will.
Well to look at the maps, a 4094r should outflow a 37r hands down...

For example:

37r at 2:1 maxes at 54lbs/min...
4094r at 2:1 maxes out at 73 lbs/min...

I know what you mean by "real world performace", but I am confident that the 4094r will work on my setup...

By chance can you post the dyno charts you were refering to...
I would like to see what you came up with comparing the 3782r, 4088r, 4094r, and the 4294r....
shvrdavid is offline   Reply With Quote
Old 03-30-2008, 08:51 PM   #106
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

Quote:
Originally Posted by garagedefeat View Post
what size wasegate tino? I'd add another, regardless of what size your current one is. Increase the dump tube size and go up in turbine housing side if you are keeping the turbo. Full exhaust? What size?

shvr and tino - real-world, it simply is not a performer. You can look at all of the compressor maps that you want. They are good guidelines, but often they don't tell the full story. We've tested them all, and, call it design or call it black art, the 40 just doesn't perform in the real world as compared to other garret options. This often isnt realized since many shops/owners dont try all 3 of these turbos on the same setup.

it's a hard thing to prove, but if you look at enough dyno graphs of similar setups, you'll see that it takes a lot more boost to get the 40 to output what, say, a 37 or 42 will.


The 42R will spool alot LATER than a 40R consideing the 40R is already a drag setup this would make the 42R hardly driveable on the street. Only slow rice is running a 37R setup that i know of, and the numbers are less than a 40R asfaik..

my wastegate is a tial 44mm... I will add another wastegate later on the track but dont think that it will help restriction..

The exuhaust is 3" straight from the turbo to the muffler.. i think by chaning the dump to 3.5 this may help with the restriction...
tino is offline   Reply With Quote
Old 03-31-2008, 02:43 AM   #107
garagedefeat
Scooby Specialist
 
Member#: 101399
Join Date: Nov 2005
Chapter/Region: MAIC
Location: Pittsburgh, PA
Vehicle:
2001 Forester L

Default

Quote:
The exuhaust is 3" straight from the turbo to the muffler.. i think by chaning the dump to 3.5 this may help with the restriction...
make a simple 3" shorty dump and re-dyno it if you can. This should tell you a lot.

the 42 will spool *a little later* but not everything crazy since you're car is fully built to help with that. You also planning on revving this thing...right? if it makes 150HP more than the 40 from 5k to 8k....you'd still run the 40r?

i'll see if i can gather and combine the dyno stuff for you.

I learned not to use the compressor maps for small disp. gas apps. for anythign more than a general guideline. heck, the comp. map for a 35 pretty much sux for a stock 2.5 on normal-ish boost, but everybody uses them because they work in the real world. And if we paid much attention to the 39 lb/min wheel map on the big16g, we woulda dumped it a long time ago...when in actuality that setup has TONS of potential above and beyond its on-paper stats.

Why do all the evo guys use 42r's, 37's or 35's for big power? They work. Good luck finding 40's that work in the real world *when compared to other viable options*. Yeah, they'll make good power, but not easily. Check the DSM times top 50 for a good look at how popular the 40 is with those folks; most of which have been doing this awhile and know what's up. There's one in there. I hardly think that is a coincidence...especially when there are several 35's and 37's and numerous 42's on that list.

and FWIW, full race recently added a 2nd wastegate to their uber crazy TS header setup that everybody seems to think is worth 7k. I'm sure they didn't change their design because they wanted to sell one more wastegate with every setup...
garagedefeat is offline   Reply With Quote
Old 04-04-2008, 12:36 AM   #108
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: Tri-State
Location: AZ/NJ
Vehicle:
13 F150
ecoboost

Default

Quote:
Originally Posted by garagedefeat View Post
the 40 just doesn't perform in the real world as compared to other garret options. This often isnt realized since many shops/owners dont try all 3 of these turbos on the same setup.
Quote:
Originally Posted by garagedefeat View Post
Why do all the evo guys use 42r's, 37's or 35's for big power? They work. Good luck finding 40's that work in the real world *when compared to other viable options*.
i respectfully disagree with your conclusions... the 40R is difficult to make work well, no doubt. However, once you get it working right, performance is quite good. We have tested the 25, 28, 30, 35, 37, 40, 42, 45, 47, 55 all from garrett and plenty more from turbonetics, borg warner... the 4088R is still by far one of my favorite turbos, you just need to know exactly what its capable of and how to work with it
Full-Race Geoff is offline   Reply With Quote
Old 04-04-2008, 12:56 AM   #109
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

^^^

Geoff thanks for chiming in on my thread...

What do u think is the limiting factor on my setup?? Will ur headers (not upipe) improve flow?? Or will it not matter as my twin scroll upipe (2x 38mm IDA) will then be the next restriction??
tino is offline   Reply With Quote
Old 04-09-2008, 12:33 AM   #110
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: Tri-State
Location: AZ/NJ
Vehicle:
13 F150
ecoboost

Default

Quote:
Originally Posted by tino View Post
What do u think is the limiting factor on my setup?? Will ur headers (not upipe) improve flow?? Or will it not matter as my twin scroll upipe (2x 38mm IDA) will then be the next restriction??
some ideas:

-do not change to the .85 a/r, it would be a mistake
-i think the 38mm up pipe is definitely not helping
-do you have a picture of your downpipe? is it 3"? What about the exhaust? have you tried to dyno with no exh (open downpipe)?
-the single wg will not help

my advice is to drop the exhaust and redyno. if the tq still falls off, read my pm to you
Full-Race Geoff is offline   Reply With Quote
Old 04-09-2008, 01:43 AM   #111
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

^^^^

thanks geoff..

The downpipe is 3" from the turbo all the way back to the muffler.. I will get some pics shortly of the downpipe and upipe..

When u say remove the exhaust take the downpipe completely off??

I suppose all it will do is make a large amount of mess. hahah
tino is offline   Reply With Quote
Old 04-10-2008, 04:55 AM   #112
05gtSTi
Scooby Newbie
 
Member#: 175649
Join Date: Mar 2008
Chapter/Region: International
Location: Adelaide,Australia
Vehicle:
2005 Legacy GT
Obsidian Black

Default

Quote:
Originally Posted by Full-Race Geoff View Post
some ideas:

-do not change to the .85 a/r, it would be a mistake
-i think the 38mm up pipe is definitely not helping
-do you have a picture of your downpipe? is it 3"? What about the exhaust? have you tried to dyno with no exh (open downpipe)?
-the single wg will not help

my advice is to drop the exhaust and redyno. if the tq still falls off, read my pm to you
Hi whats the wait at the moment regarding the twin scroll headers?
Thanks
05gtSTi is offline   Reply With Quote
Old 04-10-2008, 10:13 AM   #113
MRX WRX
Scooby Specialist
 
Member#: 114566
Join Date: May 2006
Chapter/Region: TXIC
Location: houston
Vehicle:
2005 STI
aspen white

Default

i will say it again Tino, it is the turbine housing like i mentioned on the first page of this thread!!! i have already been through this on and EVO with a 4094. just ask yourself " where is the smallest restriction in the exhaust system" the turbine housing, taking off the exhaust is not going to change it too much if any and changing the UP diameter will not change it either all of the exhaust STILL has to go through the turbine housing. do aEGBP test and you will see!! i agree with the garagedefeat the 40 series are finicky!!!
MRX WRX is offline   Reply With Quote
Old 04-10-2008, 04:49 PM   #114
cpturbo
Scooby Specialist
 
Member#: 49175
Join Date: Nov 2003
Vehicle:
2004 STI
WRB

Default

An EGBP test probably would show high pressures. I would place the blame on the header runners and up-pipe way before the turbine housing. Geoff has tested GT4088r extensively on many applications. On Supra's even with the smaller .95 housing, a large amount of power was achieved.

Despite what most people think, the boxer design is not the best for volumetric efficiency.
-Long header runners hurt b/c of loss of exhaust energy!
-Doglegs in the exhaust ports inhibit optimal combustion!
Relatively poor flowing heads don't help.
etc...

In order to figure out the problem more clearly, Tino, you should perform some experiments such as open downpipe (NOT open turbo). This will eliminate your exhaust as a restriction.

In all honesty, you should take some pics and let us help you figure this out.


Next,

Quote:
Originally Posted by MRX WRX View Post
i will say it again Tino, it is the turbine housing like i mentioned on the first page of this thread!!! i have already been through this on and EVO with a 4094. just ask yourself " where is the smallest restriction in the exhaust system" the turbine housing, taking off the exhaust is not going to change it too much if any and changing the UP diameter will not change it either all of the exhaust STILL has to go through the turbine housing. do aEGBP test and you will see!! i agree with the garagedefeat the 40 series are finicky!!!
cpturbo is offline   Reply With Quote
Old 04-11-2008, 11:55 AM   #115
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

^^^^^
i wish i could get some more pics. but its hard when the engine is in..

Car is still at workshop sorting out the fiddly things so havent checked out the options in terms of restrictions...

Either way im not going to rush into sorting it out as i just want to be able to drive the car for a decent period of time before it has to head back into the shop..
tino is offline   Reply With Quote
Old 04-24-2008, 02:08 PM   #116
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

No changes to the restrictions but the map has been smoothed out a bit more..

Reason for the delay was that the cam bolts snapped and caused the camshaft to shear in half... Apparently changing the cam bolts on a new build isnt a worthy excersise..

Car netted 21 hp atw and full boost comes on around 500 rpm sooner, im sure some more fiddling would bring boost on sooner but i cbf with it anymore..


Last edited by tino; 04-24-2008 at 10:12 PM.
tino is offline   Reply With Quote
Old 04-24-2008, 10:07 PM   #117
robertrinaustin
Scooby Specialist
 
Member#: 51964
Join Date: Jan 2004
Chapter/Region: TXIC
Location: Austin
Vehicle:
2008 STi, OB, EVO
Blk Sti and EVO, Navy OB

Default

Quote:
Originally Posted by MRX WRX View Post
i will say it again Tino, it is the turbine housing like i mentioned on the first page of this thread!!! i have already been through this on and EVO with a 4094. just ask yourself " where is the smallest restriction in the exhaust system" the turbine housing, taking off the exhaust is not going to change it too much if any and changing the UP diameter will not change it either all of the exhaust STILL has to go through the turbine housing. do aEGBP test and you will see!! i agree with the garagedefeat the 40 series are finicky!!!
Just an FYI, the EVO guys have not had the best luck running the 40s, but that is starting to change. Saw a post on EVOm recently with a 40 that had amazing spool, power similar to a 35 down low, and huge top end, out did a 35r by over 100 whp. The 40s are picky, but when set up well, they make great power from what I've seen. It would be odd that it works well in Hondas, Nissans, Toyotas and Mitsus but not in a Subby.

EDIT - Also for clarification, I don't think the compressor map for the GT37 posted above is for the turbo most people are referring to as a 37. It is a hybrid PT67 and they are rated at about 80 lbs/ min. Obviously the map posted above is a much smaller turbo. I'll see if I can find a map. Couldn't find a good map. Maybe one of the turbo guys could post one.

Last edited by robertrinaustin; 04-24-2008 at 10:38 PM.
robertrinaustin is offline   Reply With Quote
Old 04-25-2008, 08:35 AM   #118
SW00P_G
Scooby Specialist
 
Member#: 5591
Join Date: Apr 2001
Chapter/Region: MWSOC
Location: Westerville, Ohio, USA
Vehicle:
2002 WRX
EJ257 Gt35r

Default

It's not the headers guys. Maybe Perrin headers are not the greatest but is you look at this...
http://forums.nasioc.com/forums/show...ight=GT40+dyno

Look at his curve, and he is using STOCK exhaust manifold!
SW00P_G is offline   Reply With Quote
Old 04-25-2008, 10:11 AM   #119
MRX WRX
Scooby Specialist
 
Member#: 114566
Join Date: May 2006
Chapter/Region: TXIC
Location: houston
Vehicle:
2005 STI
aspen white

Default

^^^^^ thats what i keep sayin!!!
MRX WRX is offline   Reply With Quote
Old 04-25-2008, 11:46 AM   #120
9vapors
Scooby Guru
 
Member#: 92582
Join Date: Aug 2005
Chapter/Region: Tri-State
Location: NY
Vehicle:
*

Default

Well I have the Perrin going on my 4088r build, if you can stand to wait and find out how it does...
9vapors is offline   Reply With Quote
Old 04-25-2008, 12:26 PM   #121
Homemade WRX
Scooby Guru
 
Member#: 33782
Join Date: Mar 2003
Chapter/Region: MAIC
Location: 3MI Racing LLC
Vehicle:
96 bastard child
search FIRST, then PM!!!

Default

so, you are still choking the engine? doesn't look as bad...
my guess would still be that intake manifold as its the only off the wall item in the build. The head's weren't heavily ported, were they?
Homemade WRX is offline   Reply With Quote
Old 04-25-2008, 01:10 PM   #122
dug-e-fresh
Scooby Guru
 
Member#: 4568
Join Date: Mar 2001
Location: 603 whp / EJ207
Vehicle:
10.7 @ 136, '02 WRX
13.7 @ 102, '09 spec.B

Default

Quote:
Originally Posted by robertrinaustin View Post
It would be odd that it works well in Hondas, Nissans, Toyotas and Mitsus but not in a Subby.
I wouldn't be odd at all... all the motors above are in-line as opposed (no pun) to our flat configuration. In-line's by design are much "eaiser" to make power for a given turbo than our flat-4's (mainly do to the inherently large and rather lengthy plumbing to the turbo from the exhaust side.... that being said, we do a pretty good job though

def
dug-e-fresh is offline   Reply With Quote
Old 04-25-2008, 01:12 PM   #123
Davenow
Scooby Guru
 
Member#: 23676
Join Date: Aug 2002
Chapter/Region: NESIC
Location: de_dust and Orgrimar
Vehicle:
.

Default

60whp@2500rpm must be a pure joy to drive on the street

Sick numbers but I have to question even bothering to to do a pump gas tune as that setup is going to be useless anywhere but a race track. I mean are you really going to drive this day to day? If not, man, dude, if you did 505whp on pump with problems, imagine race gas with whatever problem you had, fixed! I am betting 600whp with ease if not higher.
Davenow is offline   Reply With Quote
Old 04-25-2008, 01:56 PM   #124
Full-Race Geoff
Scooby Specialist
 
Member#: 133386
Join Date: Nov 2006
Chapter/Region: Tri-State
Location: AZ/NJ
Vehicle:
13 F150
ecoboost

Default

Quote:
Originally Posted by tino View Post
When u say remove the exhaust take the downpipe completely off??
what i was saying was most people connect their downpipe to their exhaust with a 3" 2bolt flange. Unbolt the exhaust at this flange, and run only the downpipe, no muffler, cat, etc. This is to make sure that a muffler or flex section has not broken off or collapsed, causing a restriction and excessive backpressure (i have seen this happen before). By only running the downpipe, this verifies that the backpressure is before the turbine wheel, meaning turbine housing, up pipe, header or exh cam. Now you should run a pressure transducer on the exh side or a differential pressure gauge to compare exh mani pressure to intake mani pressure

Quote:
Originally Posted by 05gtSTi View Post
Hi whats the wait at the moment regarding the twin scroll headers? Thanks
we are doing much better now, its about 6-8 weeks. We are working hard to get it lower, by mid-late summer we will be much better off

Quote:
Originally Posted by MRX WRX View Post
do aEGBP test and you will see!! i agree with the garagedefeat the 40 series are finicky!!!
i agree a EGBP test is key here. Very possible it is the turbine housing, but dont know until the setup is in front of us

Quote:
Originally Posted by cpturbo View Post
An EGBP test probably would show high pressures. I would place the blame on the header runners and up-pipe way before the turbine housing. Geoff has tested GT4088r extensively on many applications. On Supra's even with the smaller .95 housing, a large amount of power was achieved.
i agree that this is a tough one to diagnose with no pics or data. We've setup a lot of 40R vehicles, and they all performed as we expected. Lots of ?s in this setup from the up pipe to the single gate to the turbine hsg...


Quote:
Originally Posted by cpturbo View Post
Relatively poor flowing heads don't help.
interestingly enough, the most respected head porter i work with really likes the subaru cyl head ports. While they do benefit from some port work, he thinks they are much better than what everyone in the subaru community seems to feel
Full-Race Geoff is offline   Reply With Quote
Old 04-25-2008, 09:31 PM   #125
tino
Top Scoob 019
 
Member#: 43630
Join Date: Sep 2003
Location: Down Under
Vehicle:
2004 GT40R-built 2.5
604 whp @1.8 BAR on VP109

Default

Quote:
Originally Posted by Davenow View Post
60whp@2500rpm must be a pure joy to drive on the street

Sick numbers but I have to question even bothering to to do a pump gas tune as that setup is going to be useless anywhere but a race track. I mean are you really going to drive this day to day? If not, man, dude, if you did 505whp on pump with problems, imagine race gas with whatever problem you had, fixed! I am betting 600whp with ease if not higher.
Dave its unreal to drive on the street.. Thats why we have a gearbox so we can change down a gear to get it in the sweet spot.. Remember the 6-speed has very short ratios so helps enourmously.

Its as streetable or even more streetable then my FPgreen on my sti 2.0ltr engine. So thats saying alot imo...

As for the increase in power, my tuner played around with the map and brought boost on early and peak power on earlier. He didnt rev it out to 8000 rpm this time around as i wasnt there. But the power band dosent seem to drop off as much. Yes there is still a restriction with the exhaust more likely imo. And i will investigate shortly when i have more time to finally enjoy the car after 6 months without it..

So i think the cams were the issue, well the bolts causing an effect on the cams..

And the differences between my setup and some recent others is my inlet manifold. I think the boost coming on later is due to the bigger plenum etc. So may in fact look at putting the stock one on for comparison and seeing if that helps.
tino 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
WORKS TUNING AT EDO 8/23 and 8/24 Edo Performance SCIC Vendor Classifieds 0 08-15-2008 03:52 PM
STi clutch slipping at 26 psi of boost DJIMPREZA Transmission (AT/MT) & Driveline 8 03-04-2008 11:04 PM
18g boost creep at 8 psi AlboWRX Factory 2.0L Turbo Powertrain (EJ Series Factory 2.0L Turbo) 26 01-06-2007 06:19 AM
Only 8 PSI boost Uncle Scotty Factory 2.0L Turbo Powertrain (EJ Series Factory 2.0L Turbo) 17 02-28-2003 10:09 PM
only 8 psi boost stock? solomrus Factory 2.0L Turbo Powertrain (EJ Series Factory 2.0L Turbo) 8 09-16-2001 03:15 PM


All times are GMT -4. The time now is 09:20 PM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2015, Jelsoft Enterprises Ltd.
Powered by Searchlight © 2015 Axivo Inc.
Copyright ©1999 - 2014, North American Subaru Impreza Owners Club, Inc.