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Old 11-30-2019, 12:25 AM   #1
SnotNose
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Member#: 504052
Join Date: Jul 2019
Location: PA
Vehicle:
2009 Forester XT
Black

Default 18psi on EJ20X too much?

I have a 09 forester xt with EJ20X swap. TD04L turbo and all stock except perrin turbo inlet. Is a peak boost level of 18psi too much? Its pretty cold here in PA right now. Day temps around 40 degrees. Its not leaning out under full boost and isnt producing knock in boost..... Just occasional low rpm, low load knock. Anything i should be watching? Opinions? Using BTSSM to log and watch numbers. Thanks!
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Old 12-03-2019, 11:03 AM   #2
86Dreams
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Quote:
Originally Posted by SnotNose View Post
I have a 09 forester xt with EJ20X swap. TD04L turbo and all stock except perrin turbo inlet. Is a peak boost level of 18psi too much? Its pretty cold here in PA right now. Day temps around 40 degrees. Its not leaning out under full boost and isnt producing knock in boost..... Just occasional low rpm, low load knock. Anything i should be watching? Opinions? Using BTSSM to log and watch numbers. Thanks!
If you want to believe wikipedia about their construction, then they should be fine for that amount of boost on a td04, the stock turbo probably made as much or more power from what the td04 would be at 18 psi.

https://en.wikipedia.org/wiki/Subaru...ne#EJ20X/EJ20Y
Quote:
EJ20X/EJ20Y
Based on the same engine platform; the X designation indicates an automatic package, and the Y designation indicates a manual package. The EJ20X engine was introduced in the 2003 Legacy GT, mated to a five-speed automatic transmission, and the EJ20Y engine was introduced in the 2004 Legacy GT, with a five-speed manual transmission.

The EJ20X and EJ20Y are open deck engines whereby the cylinder walls were supported at the three and nine o’clock positions. It came with an aluminium alloy block with 92 mm (3.62 in) bores – with cast iron cylinder liners – and a 75 mm (2.95 in) stroke for a capacity of 498.6 cc (30.43 cu in) per cylinder, with thicker cylinder walls than EJ25. The crankcase for the EJ20X and EJ20Y engines had five main bearings and the flywheel housing was cast with the crankcase for increased rigidity. The EJ20X engine is understood to have a forged crankshaft and connecting rods, but cast aluminium pistons with forged crowns. The EJ20X and EJ20Y engines had an aluminium alloy cylinder head with cross-flow cooling, double overhead camshafts (DOHC) per cylinder bank and four valves per cylinder that were actuated by roller rocker arms.

The EJ20X and EJ20Y engines were equipped with Subaru's ‘Dual Active Valve Control System’ (‘Dual AVCS’) which provided variable intake and exhaust valve timing. The Legacy GT, the EJ20X engine was fitted with a twin-scroll IHI VF38 turbocharger; the EJ20Y engine, however, had a larger twin-scroll Mitsubishi TD04 HLA 19T turbocharger. For the revised BL.II Legacy GT, both the EJ20X and EJ20Y had an IHI VF44 turbocharger for the initial 2006 model year, replaced the following year with the IHI VF45.

Both came with a 9.5:1 compression and a fast spooling turbo yields a torque filled performance. 265–280 bhp (198–209 kW; 269–284 PS)

Turbos:

IHI VF38 (automatic, 03-06)
Mitsubishi TD04 HLA 19T (manual, 03-06)
IHI VF44 (manual and automatic, 06MY only)
IHI VF45 (manual and automatic, 06-09MY)
Usage: EJ20X/EJ20Y

03~09 BL and BP Legacy GT[5]
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Old 12-06-2019, 09:31 PM   #3
SnotNose
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Thank you! Definitely not 265hp! The exhaust variable timing is unplugged..... I just didnt want to be pushing the motor beyond its mechanical limitation.
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