chato

i haven't had it dyno'ed, and I live at 7000 feet so that reduces fuel demand and HP slightly, but the 440xt is rated for 440 crank HP, probably not far below that, probably in the 340-70 whp range

top feed and deletes are probably way overkill unless you plan to go to much bigger turbo and e85. you'll need top feed injectors with that too, as well as a tune to run those injectors. I have a 440XT on 91 with 850 side feeds without issue and plenty of room. but do have an upgraded fuel pump and sti FPR/FPCM. why the big guns?

lot of work and cost for a NA wagon, probably about $4500 all told and that's me doing the labor. The biggest reason I did this swap is total power handling capacity and better utilizing my high rpm powerband, which wouldn't be an issue for a NA car. That said, it cruises right at 3k rpm at 75mph. Much mellower than stock gearing at speed.

wanted to report back now that the swap is done. think it was a pretty straightforward 6MT swap similar to a lot of the writeups on here. Here's a couple highlights: FSTI axles and DS didn't fit which wasn't surprising No issues with fitting the LGT front/spec b rear axles the locating dowels were in the transmission not the motor side so had to press those out sensors had to be swapped over from the 5mt The shift linkages were too short but the two factory arms from the spec b fixed it the R180 rear dif that came with the transmission already had aR160 style yolk on it, so no swapping needed All in all, it transformed the car. The shorter ratios keep the 440xt in the meat of its powerband and resolved the lag with the longer ratios in the 5mt. Its almost startling how fast you can wind through the gears. And the LSD's really seem to make the car handle more confidently, wet and dry. I got the chance to rip it in the snow yesterday and it was vicious, front pulls through turns in a way that gave it a tiny bit of oversteer, really fun. Bottom line is this seems like a great option for folks wanting a 6MT with spec-B 5-6th ratios and factory installed locking difs.

I found a used one pretty affordable from Japan, and went ahead and ordered it. will report back when it comes in and I get it installed.

Anybody ever run one of the HKS dual resonator midpipes? Was particularly interested in the effect of the helmholtz resonator on top of the long bottle-style resonator. Here's a link to the specs: http://www.hks-power.co.jp/en/product_db/exhaust/db/11158 Currently running an OBX exhaust with a vibrant ultra quiet welded in. But with all the other exhaust (EL headers/up/down) its still pretty loud with a touch of drone in the low-3000's. Have a baby on the way and wanting to get the wagon down to a reasonable level

after talking to a couple local big HP builders, they also recommended the Exedy Stg 1 HD for the around 400hp level, but said they only use the stock flywheel, so that's the way I'm going.

so this leads me to another question, don't have a lot of love for the LWFW that I currently have, chatter, decel noise etc. Is anyone running an ACT streetlite? Seems like it might be a good compromise to not lose some of the free rev characteristics, but also not sound like my transmission is going to explode constantly. Also, did folks with the Exedy clutch setup use the throwout bearing that came with it, or opt for the factory part?

thanks for all the feedback. yes, I failed to mention that I did already order a group n 6mt mount. I live in the wild wild west so do a lot of longer distance driving at 80+mph, so that's really what I'm trying to get at with the grearing. I also have a pretty meaty powerband up top so in some ways its well suited for the longer gearing, or what appears to be a compromise with shorter ratios than the 5mt, but a considerably longer 6th. Already have a comp stage 2 and LWFW on the 5mt so not scared of the pedal weight so much as getting cleaner takeoffs and less noise.

Found a good deal on a JDM 05 forester sti trans/dif combo, which I'd been searching for due to the unique combo of front dif with the longer USDM spec b ratios/r180dif. Can't seem to find much info on this particular swap, so assuming that its similar to other 6mt swaps as far as the particular legacy supporting parts go? Read through all the swap threads and have 4eat driveshaft, spec b rear axles, spec b shift linkage parts, and rear dif cradle all on order. Being new to 6mts would also love to hear any DD clutch recommendations for a 400 hp/tq setup on a standard SMFW. Narrowed it down to exedy stage 1 heavy duty (475 claimed crank torque) or southbend stage 3 daily which can supposedly hold significantly more but may have more driveability issues? Wondering if the higher holding power of the SB translates to overall longer life? Reading endless threads and it seems like people have had issues with almost all the clutch options for this power level at some point.

you can also just put the bracket on top and not have to grind anything. but I get it, grinders are fun.

hey guys, I got so enthusiastic about all this I made a little post over at oppositelock about it: http://oppositelock.jalopnik.com/how-a-small-american-company-sold-100-000-of-intercool-1670440101

yeah, I'm seeing some pretty big learning swings at either end of the spectrum, but waiting for GSTMIC for retune

for me (and others who have aftermarket AVO/Perrin style TMIC), this upgrade will help reduce heat soak because the core is not connected directly to the turbo, as well as greatly reduce the install PITA.

Gulp!

so Dave said that tuning doesn't appear to be necessary on the 05/06 cars as they adapt to this change fine. I'll pull a LV later today just to see.

the Cobb install instructions say "IMPORTANT! Retuning is HIGHLY suggested to account for the newly corrected fuel system under cruising conditions. " I emailed Dave to check and will pull a LV later today.

only had it on for about fifteen miles, but so far so good, car is as smooth and powerful as its ever been and the part throttle hesitation is gone. made a little bracket that mounts to the shock tower to replicate how it was installed in the cobb install pics.

cool, thanks. I see where I got confused, the post by flinky later down says 800-126. Found em at the local parts store. Should have this installed shortly.

bumping this one more time. I think I found the correct Dorman QD which is [ame=http://www.amazon.com/dp/B000CIT1C8]800-120[/ame] not 800-126? and what did Cryo say about the log? He did my tune as well so interested to know if he thinks the mod warrants a retune.

when I got through the arduous process of timing belt, water pump, pulley tensioner replacement, put everything back together (fans and all) only to realize that I had snapped off the small coolant nipple when I was doing rotations on the motor to verify functioning of the belt. Moral of the story, just take out the darn radiator when doing timing components.

do you happen to have a link for the quick connects? I can't seem to find them by part number.

did the same thing a couple months ago. totally coated me, and the engine compartment.

a bracket that slips between the dash and windshield that keeps the dashboard from rattling?

my RBP wingless trunk got smushed by an act of vandalism so I have been looking for replacements all over. Found this on ebay if anybody is looking for a DGM wingless: http://www.ebay.com/itm/Subaru-Legacy-GT-sedan-trunk-2005-2006-2007-2008-2009-charcoal-l-OEM-/221556917983?ssPageName=ADME:B:SS:US:1123