NavyMan86 Posted January 1, 2013 Share Posted January 1, 2013 I've yet to find a thread about your intake/exhaust layout from the minute the air hits the filter to the instant it's spat out the muffler tip. The purpose of this thread is to aid me on a build that I want. I'm still learning about what the benefits are of catless up/down pipes, etc. Hell, knowing what my stock layout is would be a great start. I'd love to go catless up/down, and figure out if I need or need to get a resonator. The muffler and pipes will be replaced regardless. But knowing what is best for my car is what I'm trying to figure out. I have a diagram of the WRX intake/exhaust, and a few "enthusiast generated" mod's. One in particular has no resonator or cat anywhere, just straight piping to the muffler. Thanks in advance. PM's welcome. Link to comment Share on other sites More sharing options...
EJ25subie05 Posted January 1, 2013 Share Posted January 1, 2013 A stock intake will suit your needs fine until you are stage 2 or beyond. You will not see any real performance gains, (if any at all) if you were to run a aftermarket intake. There are a lot of threads discussing the pros and cons of running an aftermarket or stock intake. A lot of people change it for the sound and for looks (but bear in mind you will have to tune for it) Your 2005 lgt has a cat in the up-pipe, that makes your turbo spool up later and in the long term may come apart or something of that nature and ruin your turbo. So with a catless up-pipe you will see gains in, Better spool and maybe a little better flow. Your turbo will spool up to 500rpm sooner. Here is a link discussing stock catless up-pipes and aftermarket ones. http://legacygt.com/forums/showthread.php/oem-catless-vs-aftermarket-up-pipe-debate-132863.html As for running a catted or catless dp that is all up to you! It all depends on how much you want to spend. I have heard great things about CNT and they are dirt cheap. I have been told that a catless dp is better because you will see more gains, but either dp will be fine. I Ran a Perrin dual catted dp on my stage 2 tune and i had no complaints. As for the rest of the exhaust thats all up for you. Sounds like your trying to make a custom exhaust? Link to comment Share on other sites More sharing options...
NavyMan86 Posted January 1, 2013 Author Share Posted January 1, 2013 Flow is what I'm going after, letting the intake and exhaust breathe better. Wider pipes are a must, and as I'm attempting to make this car in to a sleeper, exhaust is the first thing I'm looking at. Link to comment Share on other sites More sharing options...
iNVAR Posted January 1, 2013 Share Posted January 1, 2013 The diagram that you have, is it this one? http://legacygt.com/forums/showthread.php/legacy-exhaust-diagram-27767.html Link to comment Share on other sites More sharing options...
wurkenman Posted January 1, 2013 Share Posted January 1, 2013 For me it's an AEM intake fed into a Perrin turbo inlet hooked to a TD06-20G. From there it goes into a FMIC and piping kit. From here pretty much the same on all cars, throttle body intake manifold engine exhaust. Then exits through a set of Megan headers and catless up pipe to the Megan catless down pipe. Then exits through an Ebay cheap cat back dual muffler set up. If you woke up today, you have another chance to do it right. Link to comment Share on other sites More sharing options...
NavyMan86 Posted January 1, 2013 Author Share Posted January 1, 2013 The diagram that you have, is it this one? http://legacygt.com/forums/showthread.php/legacy-exhaust-diagram-27767.html YES. That's the exact one. it's a WRX though. not sure how interchangable WRX/STi chassis' are with Legacy's, but it's a start. Link to comment Share on other sites More sharing options...
NavyMan86 Posted January 1, 2013 Author Share Posted January 1, 2013 For me it's an AEM intake fed into a Perrin turbo inlet hooked to a TD06-20G. From there it goes into a FMIC and piping kit. From here pretty much the same on all cars, throttle body intake manifold engine exhaust. Then exits through a set of Megan headers and catless up pipe to the Megan catless down pipe. Then exits through an Ebay cheap cat back dual muffler set up. What's the sound you're getting from it? That low and percussive rumble is sexy to me. Granted my stock exhaust sounds pretty b-a. Do you use a resonator? And by the dual muffler, you're talking a y-pipe, right? Link to comment Share on other sites More sharing options...
iNVAR Posted January 1, 2013 Share Posted January 1, 2013 The layout for that diagram is also accurate for our LGTs, with the exception that "BOV" should be "BPV" and should have a recirculating hose back to the turbo inlet. But that would complicate the diagram. Also, the TMIC sits on top of the turbo and connects directly. Link to comment Share on other sites More sharing options...
EJ25subie05 Posted January 1, 2013 Share Posted January 1, 2013 everything is the same, except for the turbo and intercooler. up pipes and headers as well as dp's are interchangable. some dp's will require a 3" extension though. Link to comment Share on other sites More sharing options...
EJ25subie05 Posted January 1, 2013 Share Posted January 1, 2013 you want a loud low rumble? look into the agency power exhaust. that is what im currently running on my spec B. Cant find another subaru that actually sounds similar to it. Invidia, Cobb or perrin dont even compare Link to comment Share on other sites More sharing options...
NavyMan86 Posted January 1, 2013 Author Share Posted January 1, 2013 I dont know about loud. Just something low and deep. So stock doesn't use an actual BOV, but a BPV? I wonder what I'd have to do if I wanted to put a BOV on it, besides do a 50/50 split. Link to comment Share on other sites More sharing options...
wurkenman Posted January 1, 2013 Share Posted January 1, 2013 What's the sound you're getting from it? That low and percussive rumble is sexy to me. Granted my stock exhaust sounds pretty b-a. Do you use a resonator? And by the dual muffler, you're talking a y-pipe, right? Very mellow rumble mat idle. I am running BC stage 2 cams too. Depends on speed on the highway, sometimes a little drone inside the car. Running this set up here. Not a perfect fit, I had to do a little cutting and welding to get the tips centered in the cut outs, but for price I would do it again. http://www.ebay.com/itm/DUAL-4-TIP-OVAL-MUFFLER-MIDPIPE-CAT-BACK-CATBACK-EXHAUST-05-09-SUBARU-LEGACY-GT-/350682942624?pt=Motors_Car_Truck_Parts_Accessories&hash=item51a6550ca0&vxp=mtr If you woke up today, you have another chance to do it right. Link to comment Share on other sites More sharing options...
RooTBeeR Posted January 1, 2013 Share Posted January 1, 2013 Is there any reason to change from the stock bpv to an after market unit? Is there a certain boost level that the stock unit can't hold pressure anymore? Id rather keep a bpv than go to a bov. In fact, if I do a turbo swap I will be getting a turbo with a bpv if I find one to fit my needs. A properly set up BOV won't make any more or less power than a properly setup BPV. "Build" Thread <--Link (OLD) '05 EJ255 now a '13 EJ257 Bottom End w/D25 heads (NEW) Forever Slow [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
iNVAR Posted January 1, 2013 Share Posted January 1, 2013 You both need to search and read here regarding BPV vs BOV. Bottom line: our cars are pull through MAF based vehicles, meaning if you get a BOV (vent to atmosphere) it throws off the air/fuel mixture and causes you to run rich momentarily. How badly it hurts the car is debatable but it does hurt performance a tiny bit after the shift. Link to comment Share on other sites More sharing options...
I Donated thefultonhow Posted January 1, 2013 I Donated Share Posted January 1, 2013 Is there any reason to change from the stock bpv to an after market unit? Is there a certain boost level that the stock unit can't hold pressure anymore? Varies. Usually 22ish psi, give or take a bit. Id rather keep a bpv than go to a bov. In fact, if I do a turbo swap I will be getting a turbo with a bpv if I find one to fit my needs. How would you get a turbo with a BPV? The turbo and the BPV are on opposite sides of the engine bay. A properly set up BOV won't make any more or less power than a properly setup BPV. There is no way to "properly set up" a BOV on our car. BOVs dump metered air out of the intake tract, thus making the car run super rich whenever you let off the throttle. There is no way to tune that out. Link to comment Share on other sites More sharing options...
RooTBeeR Posted January 1, 2013 Share Posted January 1, 2013 if you do a maf relocate to a charge pipe and retune then you wont have that rich condition with a bov and yes, much search is needed lol oh, thought the bpv was internal...really new here "Build" Thread <--Link (OLD) '05 EJ255 now a '13 EJ257 Bottom End w/D25 heads (NEW) Forever Slow [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
I Donated thefultonhow Posted January 1, 2013 I Donated Share Posted January 1, 2013 if you do a maf relocate to a charge pipe and retune then you wont have that rich condition with a bov Easier said than done. I think you need to convert to speed-density if you do a blow-through? oh, thought the bpv was internal...really new here Maybe you're confusing it with the wastegate, which is internal. Link to comment Share on other sites More sharing options...
EJ25subie05 Posted January 1, 2013 Share Posted January 1, 2013 i thought the stock one was good till 18psi then you had to reinforce it? Link to comment Share on other sites More sharing options...
RooTBeeR Posted January 1, 2013 Share Posted January 1, 2013 Easier said than done. I think you need to convert to speed-density if you do a blow-through? Maybe you're confusing it with the wastegate, which is internal. this is what i meant, and i believe some of the borg warner efr turbos are set up the same way the bpv bolts directly to the turbo http://www.cobaltss.net/forums/4369915-post8.html http://www.full-race.com/img/articles/efr-turbos/efr-labels.jpg http://pure-tuning.com/blog/wp-content/gallery/borgwarner/efrbov.gif ok, my bad. kinda lol "Build" Thread <--Link (OLD) '05 EJ255 now a '13 EJ257 Bottom End w/D25 heads (NEW) Forever Slow [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
I Donated thefultonhow Posted January 1, 2013 I Donated Share Posted January 1, 2013 i thought the stock one was good till 18psi then you had to reinforce it? Mine held fine to 20+psi. this is what i meant, and i believe some of the borg warner efr turbos are set up the same way the bpv bolts directly to the turbo http://www.cobaltss.net/forums/4369915-post8.html Yeah, we don't have that. The BPV on our cars bolts to the IC right next to the outlet to the TB. Link to comment Share on other sites More sharing options...
RooTBeeR Posted January 1, 2013 Share Posted January 1, 2013 http://rareblackbirds.files.wordpress.com/2011/11/the-more-you-know.jpg got it, i think the VW's and Saab's are the same setup "Build" Thread <--Link (OLD) '05 EJ255 now a '13 EJ257 Bottom End w/D25 heads (NEW) Forever Slow [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
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