fahr_side

Yes it should bolt right up. Good deal on the clutch parts. Sent from a device using some software.

It still doesn't look like any part that belongs inside the turbo though.

I doubt something that size would make it down the turbo oil drain pipe and into the pan.

A GDB is a post-facelift 2nd gen Impreza, such as a 2005 STi. An SG is a Forester on the same platform, which was also available in STi trim in RHD markets. The shifter from either would work in your 3rd gen Outback. Sent from a device using some software.

It should be possible, since I have a friend using a multi-plate clutch for a 5MT on an ex-GDB 6MT. It has some Heath Robinson contraption on there to convert from push to pull type. Ugly as hell but it works. With the shifters, I think any GD or SG 6MT shifter will work for you. It's not the height that is different, it's the length of the mount and shifter rods. The GRB ones also have a different mounting plate to bolt to the tunnel. I personally don't like the 6MT short-shift kits as they are a bit too heavy and you lose resolution that makes finding the 'gate' a bit more hit or miss and a 'money shift' a lot more likely. The stock shift throw on 6MT is great as it is, compared to the 5MT 'stir bucket of custard with chopstick' feel.

Oh, you want to reuse your 5MT flywheel and clutch? Sent from a device using some software.

It didn't engage properly. Starter wouldn't turn the motor over and somehow locked the flywheel in place so the engine wouldn't turn either. '08 GH8 starter and GRF transmission. Sent from a device using some software.

My 5MT starter did not work with the 6MT. You might add that to the shopping list just in case. 5MT clutch fluid hose should work fine with 6MT slave cylinder. You can reuse the rear shifter mount IIRC. Sent from a device using some software.

It's unlikely the belt would skip on both banks, and that should then produce different cylinder pressure result bank to bank. I doubt you'd see lower than expected pressure on all four. Good result from changing the belt and tensioner though!

Vote for sticky. Sent from a device using some software.

... on what's probably the cheapest RWD Mercedes on the market. Sent from a device using some software.

http://i464.photobucket.com/albums/rr5/fahr_side/7A1DC7DA-CC8F-495A-9D01-D7B70060E20C_zpsyutpwqun.jpg Sent from a device using some software.

The hole in mine was 4 or 5mm as I recall. Sent from a device using some software.

If it were me, I'd open that up some. You don't want to restrict oil flow on a TD05/06. Sent from a device using some software.

Pretty sure the restrictor is in the banjo (which you don't need), not the bolt. Sent from a device using some software.

The flapper is much easier to undo! Sent from a device using some software.

Sounds a bit high to me. Sent from a device using some software.

It's largely a problem of resonance in the fuel lines on the GRB. They've tried to fix this via the EL comp tables but they can be improved on. The fuel lines on the plastic manifolds have far fewer vices. Sent from a device using some software.

The Calculated Torque tables also. Raising those values helps bump line pressure up to make the shifts much firmer and greatly reduce the time it takes to complete the shift. Raising Requested Torque higher does almost the same thing but also moves the shift points higher in the rev range going up and effects downshifts at less pedal angle. As you say, this is not the same as 'F1-like' shifting, whatever that means. Certainly nothing like a DSG in crispness or speed, though it is a big improvement.

What I can tell you is that getting rid of the 'tree-hugger' spike in the non-cruise table will help a great deal, and running high retard angle throughout the spool area will get the best possible spool and low-rev torque.

Hehe. Maybe I should put my paypal link in my sig... Yes, the cams install straight up, align timing marks as usual and off you go. Since you guys are MT, you may well want to take advantage of the improved VE at higher revs by moving redline up a bit. In this case I'd strongly advise taking the GRB valve springs a guy selling used cams probably has laying around as well. A simple approach to tuning would be to copy the GRB AVCS tables and graft them into the LGT ROM, Note the tables are not the same size in the two ROMs so you need to be able to rescale them. We have our own optimized AVCS tables which are the result of many hours of dyno time on an EJ257-powered Saker race car, developed by a far more talented tuner than I. Much as I'd like to help I can't just share this work with you guys.

You want the '08+ GRB / GVF items. Pick up the valve springs while you're at it. The exhaust cam designs are totally different from the BR9 items, maybe even the centerlines are different. We normally use totally different cam timing strategies on the BR9 vs. the GRB, but swapping the exhaust cams allows the same cam timing maps developed on the GRB to be applied. We can get much more torque and much earlier spool with larger turbos by running more exhaust cam retard at lower revs. I've tried the same approach on the stock BR9 motor to little effect. Dropping the motor to install the cams and then not retuning AVCS would probably get you the bump in torque but you'd leave a lot of improved spool and low-rpm response on the table. There were some GRB cams for sale here a few weeks back btw. Sent from a device using some software.

Note that is on my WRX, with the taller exhaust cams. Elegua did about 335whp on his BR9. Sent from a device using some software.

I could probably arrange a tracing of the flanges for you if you really need it. Sent from a device using some software.

That is indeed an 18GTX. We had also tried traditional cast 18 and 20G wheels in this application and found this flowed as much air as the 20G while spooling earlier than the cast 18G. Remember this engine is severely limited by the exhaust cams, so while it is possible the cast 20G could flow more on test stand, on a BR9 it did not. I liked this wheel so much I had my own BNR16G upgraded with one, resulting in a best of 345whp on the puny Perrin TMIC and meth. Sent from a device using some software.