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Does anyone have experience with Cobb Tuning engines or engine parts? http://cobbtuning.com/legacy/engine.html

well what parts are you looking at. and is your car a na or turbo because they dont have stuff worth getting for turbo legs that you cant get somewhare else for cheaper.

other than that their a good company with excelent products that are tried and true. if they make a claim about a product you can mostlikely take it to the bank.

I have a '93 NA, AWD, AT.

I want maximum torque and power for everyday spirited driving in city traffic, overtaking other cars in city and on the freeway, and for emergency get-up-and-get-out-of-the-way immediate response.

if you want max torq in a na than go with a higher stall tc and a long ram intake. everthing else takes away from bottom end.

It seems that 93Leg-c and I are after the same end result. I also have a lot of steepish mountains on the freeway to contend with whilst carrying a somewhat heavy payload.

You have peeked my interest with this "long ram intake".

What is it?

Lunatech wrote:
You have peeked my interest with this "long ram intake".

What is it?

A big wet soggy booger.

I had something like this set up on my car. With it and nothing else, I was baaaarely able to inch on hardy, who has a snorkusuctomy, rs tranny, and like 70k more miles than me. I took it off.

I am of the opinion that our stock intake is ideal. I'm going to put my snorkus back on when i get around to it. I think all intake related gains are psychological, unless you have a severely boosted car.

I agree. I haven’t done a lot of experimenting in that department, only removing the snorkel, then putting it back after 1 week. It seemed to have less power without it, mileage was unaffected, noise level was higher…it’s back where it belongs.

Good to hear a first hand report from some one who actually used the long ram.

Thanks for the information.

"I want maximum torque and power for everyday spirited driving in city traffic, overtaking other cars in city and on the freeway, and for emergency get-up-and-get-out-of-the-way immediate response."


http://forums.nasioc.com/forums/showthread.php?t=539826

I would go for the Ver8, twin scroll so it'll have more torque down low.

-K-: Thx for the suggestion but don't twin scrolls have tuning challenges? (I also haven't worked on turbo engines before so I may not know what I'm talking about.)

btw, thx for the link to that really fascinating thread.

Sorry I don't know much about N/A Subaru tuning. I'd say to get a drop in K&N filter for starters. I allways found the sound alone worth the $40

As for tuning a twin scroll I don't know, but you could get an engine with harness and ECU from plenty of importers. No tuning there and 300-320hp from the factory..... Hmmmmm

I've seen front cuts of older 93-96 Subaru turbos for less than $2000
that would have allmost everything needed to do a swap. It would still be a lot of work to do the swap so I'm not going to recomend it unless you do a lot of research.

azn2nr: How will a higher stall torque converter increase my low and midrange torque and power? I guess I'm looking to understand the technicals of how such a tc would work. (This is my first auto tranny ever that I've owned so I don't understand fully how things work.)

Is a twin turbo setup the same as a twin scroll turbo setup?

93Leg-c wrote:Is a twin turbo setup the same as a twin scroll turbo setup?

No.

Twin turbo = # of turbos

Twin scroll turbo = type of hot side intake on the turbo which needs a special up-pipe.

Brat4ny4: Thanks for clearing that up. So that means a twin scroll turbo engine doesn't have the tuning challenges as a twin turbo setup, right?

Now, can someone tell me why it's called a twin scroll? Does it spool up at two different rates or . . . ?

Correct. The setup keeps the exhaust pulses from the two banks seperate until inside the turbo from what I have seen. The up-pipe has a dual outlet that goes into the turbo. Someone should be able to post a pic of what I'm talking about.

It's just a different kind of turbo, nothing special about it except that it needs a different up-pipe from conventional Subaru leggo parts and it spools quicker.

I too want those things. Well, except a new engine.. i'm more down with trying to tune what i have, even if it is an NA..
I had this HUGE KN Cone that was meant fors short ram intake, but i did want to extend it well into the fender and down near where some of you have your snorkus shut-off thing, like josh touts. (that extra intake runner behind the fog-light area) That's what you'd call Long Ram? The way i see it, that's my idea of true cold air, even if it is way down there, and takes longer to get to..
You guys say no ?

I'm saying no.

The stock intake already draws cold air from the fender. It's not restrictive. Neither is the filter, although very very slight gains can be made here. I have a paper filter in now. I'll take longevity over 1/2 a hp.

although i recomended the long ram it probaly isnt worth the effort as said by some of the people here. though i dont know exactly how a tc works i do know that one with a high stall gets the power to the ground faster. for racers its the differencs between 2.4 60 or a 1.6 its also dependent on the power of the car. someone with high power will need a higer stall than a standard na upgrade.

check out level10 and powertorque. do a google, theyll explain it better.

A high stall torque converter makes the car shift faster and less smoothly. No actual increase in power output.

I've been hearing that level10 is a no-no.. jason, you have a good experience with them? do a search here, and you'll find that alot of folks didn't like what level10 did for them.. IIRC.
I'm looking into tranny shops here, and I've got a couple of speed shops in general that would do what i needed.. but sometimes they're so high-priced! damn small businesses..
Meh, I'm down with the longevity, too, scott.. Thanks for the advice.

Sorry I didn't catch the twin scroll, twin turbo confusion.

The twin turbo is very limited by the small size of the turbos, raise the boost and they spin themselves to death.

Twin scroll is the future (untill they make the variable vane turbos reliable) It uses two inlets that have two cylinders feeding each inlet. The whole exhaust is equal lenght so it needs a different header as well. This makes MUCH better use of the exhaust pulses to get the turbo to spin up faster. It also flows better because the exhauts pulses don't have to fight each other.

Back on subject, I have heard a few people on nasioc that were happy with cobbs header. Think it was on a 2.5 RS so I don't know how it would work for you.

-K- wrote: The whole exhaust is equal lenght so it needs a different header as well.

Ummm, sorry but I don't quite understand this part of your post. Would you mind helping me to understand that, please?

So, twin scroll turbos cannot use the "regular" headers but need a special header? If so, who makes them?

go on nasioc and look for dismantelers. twin scroll is known as the ihi vf37. there is no kit for them just what people take off jdm motors.

i personaly have no experience with level10. a local guy to me just got one but the stall wasnt high enough. hes having it rebuilt localy to up the stall even more. (about 5000)

though i am no expert on the subject from what i have read a higher stall tc helps your trans life and helps get the power to the floor. kinda like a nicer clutch and pressure plate. but thats just what i gather from reading.

personaly im pretty sure that not having a higher stall tc will mess my trans up faster than having

Subaru makes the twin scroll header and up pipe. It's stainless, real nice, bling bling. (Zerosport make one I think but $$$$$$$$)
They come on the 02 up STi.
The headers are 4-2 then 2 into the turbo. The equal lenght is so that the exhaust pulses are evenly spaced when they get to the turbo and this help spool up and response. (your exhaust pulses are banging into each other and slowing down, fighting each other, so to speak)

azn2nr and -K-: Thanks for the info.

So, can a twin scroll setup (intake, turbo, exhaust) from a jdm 2.0 just be swapped over to our usdm 2.2 turbo engines or are there a lot of modifications needed?