Subaru Legacy BJ turbo build EJ20 TD0516h

It was once a 1.8 GL FWD with some fun options, but nothing special. After driving about 15,000 km in that state, it was time for an overhaul.

Basically I placed a WRX / GTT chassis under the car, KW V1 coilover, 4-pot brakes at the front, rear conversion to disc brakes and steel pipes all around. Actually transferred the entire bottom including fuel tank for awd. Limited slip diff behind and in the box. Gearbox is from a 1998 wrx. Most of these parts have been taken from a crashed GC8. Wheels are Compomotive 17x7 with Nankang NS-2 215 / 50-17, great tires when dry.

Has an Exedy clutch with original flywheel. Crankcases and heads come off a GTT, 95 engine open-deck 2.0. Engine has been rebuilt, cylinders drilled to 2nd oversize in combination with Wiseco pistons and K1 connecting rods. Bearing set is an ACL combination. Rotating parts are balanced including flywheel. Tolerances good for street use. Head bolts original, head gasket original Subaru multilayer. Compression ratio 8.6: 1. Block is not made closed-deck and no other head bolts because of the limit of the gearbox, so that was superfluous. Work performed by Summer engine overhaul. Ignition by pin coils, FK0186, Denso IK22 spark plugs.

Heads are ported and flattened, original valves, springs, seats and camshafts. I think there is still some gain here. Heads are also without variable timing, there is still something to be gained at the bottom if you add them. Distribution of course renewed, the old type tensioner is on (I understand the good one).

Turbo is a Mitsubishi TD05-16h with a renewed cardridge. Milled exducer and 9 blade inducer, should flow + -25% more and is a lot lighter. Due to the 9 blade inducer (turbine wheel) it should wind up faster. Combination balanced. I have never driven the original in this setting, so I cannot say anything about that. Done by FHT custom turbo chargers.

Intercooler is from ebay, containers are ported and this thing is quite large and cools like a rocket, inlet temperature is always steady 5 to 10 degrees above the outside temperature. Manifold is STI, 440cc injectors, original pressure regulator and pump still. This is also directly where the limit is now. The pump should be replaced with one with a higher flow rate. Couldn't run more turbo pressure now because no more fuel was put in at higher revs. engine thus runs on 1 bar overpressure, 265 hp and 330 Nm at the crank, but there is certainly more potential.

As said before, the limit is the box, you shouldn't want more than 350hp.
Exhaust manifold is original with some gate work, rest of the exhaust pipe is custom, 2.5 "with a small intermediate muffler and a JMtuning muffler at the end, it is quite loud, but not too crazy. Everything together with v-band clamps .

Radiator is an original of the Legacy, it could also use an upgrade, it has a shroud at the back with 2 fans. Never had any problems with engine temperature, but I'm guessing this won't be enough for track work, for example.

Motor control is done by a freely programmable ECU from EFignition. The EFignition 46. This is a Megasquirt based system and works with Tunerstudio. The computer has everything you need in this car and is linked to a double DIN android radio. Here you can tune the engine yourself using an app while driving, but I also use this as a dashboard for all gauges. You can also log data with this thing and everything can of course also be calibrated in Tunerstudio via a laptop (also via bluetooth).

[ToddSweeny]

Well done. Always liked that vintage wagon. I had one of the earlier wagons with high and low 4x4.
Do you have any videos on the EFIgnition setup?