telemekas

No 12 the middle one of "Or here"

The ZSSC adjustments: Transition up/ Single to Twin Turbo 4000--->5000rpm Transition done/Twin Turbo to Single 3300<----4900rpm The minimum rpm difference between transition up to transition done is 100rpm (4900<-->5000)and the maximum is 1700rpm(3300<-->5000)

What revision BE5 do you have ?

That will work OK. The stack/port on the 2nd turbos is 16mm dia. Pop in side port before the one way valve for Line 22 to the DPS. I have done this using a 12mm one way check valve. This is the same as idea as the reed valve in the Supra TT sequential system. Therefore no dumping to the intake.The SPRV is removed

No! The first generation TT turbos VF13-->VF20 have a 12mm seat depth. The later generation TT turbos VF25-->VF33 have a 10.5mm seat depth. So the P16 housing will need to be shaved 1.5mm to align the turbine wheel correctly. Not difficult to do. Once you have had that done the C-clamp will need to be crimped in 1.5mm. The VF31 with a P16 is a PE1016F equivalent.

The VF26 is a RHF4 (non ball bearing) with a P14 turbine housing.The turbine wheel is a 6200 (cut back design) hence a small inducer diameter. The VF20 is a RHF4B (ball bearing) with a P16 turbine housing.The turbine wheel is a 4600 with a larger inducer diameter. The seat depth of the VF20 turbine housing will need to be shaved approx 1-2mm to correctly align the the VF26 turbine wheel. Therefore from P14-->P16-->with small inducer cutback wheel -->P18++ more top end at the expense of spool up

No! Not as a straight swap

Basic wiring diagram: http://www.mr2.com/TEXT/hks_tt.html

"Nice, it is a pity the TT setup in the legacy doesn\'t work as well as the GTR or Supra setup." The supra sequential TT system has no prespool intake dumping, like the Subaru sequential TT system. Plus the inherent delay with the DPS--->IACV opening which this creates. Replace the IACV with a passive valve and remove the SPRV dumping set up.

You have a 2000 BH5 GTB rev b, that diagram is for Rev D

Yes. D check mode cycles the stored vacuum (vacuum tank) to move IACV via line No:1 (vacuum to close it) and move the ECV (bottom port) via line No:6 (vacuum to open it)

Rather novel way of doing it,but would rule it out.

SPRV faults can be difficult to assess Best to test by swapping it out with a known working one

Check SPRV (Supercharger Pressure Relief Valve) not sealing correctly This needs to close which stops 2nd engine huff dumping to intake Positive pressure via line No:8 closes it

No. Boosting both primary and then twin turbo mode.

Some of the primary boost is being diverted to prespooling the 2nd turbo. Disconnect and plug line No:5 that goes to the top port (positive pressure) of the large ECV actuator.

These are what I call the series 1 (Ball Bearing) turbos with addition of the VF20/21. The pairing sets VF13/VF14,VF16/17,VF18/19 and VF20/21 Primary turbos VF13w/16w/18W/20W Secondary turbos VF14W/17W/19/21 w=wastegate with small actuator W=wastegate with large actuator Primary:Peak Flow or max CFM VF18>VF20=VF16>>VF13 Secondary: Peak Flow or max CFM VF19>VF21=VF17=VF14 The CFM is based on comparing the Compressor wheel size/trim in combination with turbine wheel (4600I vs 5700I) used and turbine A/R or P

No he is acutally referring to a VF33 not a VF31. So for a straight bolt on you can use any primary turbo ie VF31/VF25/VF26 etc but not a VF33

If you are going to use a VF27 then you will be restricted to a P12 or P14 from the respective primarys VF25/26. The 6200 turbine is cut back design and is smaller inducer/exducer size 39.1/34.9mm. The P16 housings which use the 5700 wheel (46/35.4mm) will be too large. The guy from subyclub has done a good conversion. If you want to use a P16 then the one to use is a VF32 (2nd) or VF31(prim) both BB and same wheel sets.

The different series turbos (not cars) cannot be mixed "directly" without some machining or spacers being used. If the series has the same turbine wheel and CHRA ie Ball bearing then the prim<-->secondary can occur. Series 1 VF14 -//-> to any primary (with maching can be made fit to any primary turbo as it has the 5700 turbine wheel) VF17,VF19,VF21 <--->VF13,VF16,VF18,VF20 Series 2 VF27 -//-> to any primary (with machining then best fit to a VF25 or VF26 as these use the same 6200 turbine wheel) Series 3 VF32 <-->VF31 (with maching then can be made fit to any primary turbo as it has the 4700 turbine wheel))

The primary VF16 has a larger compressor wheel than the VF13 so you will gets some gains (CFM) from this swap. The VF17 is "essentially" the same as the VF14. Straight forward swap.

The shipping of the OEM unit to China and then making up of the mandrel/mould for the prototype. (approx $370AU) Then test fit the prototype.The quality is excellent.The unit comes in two sections with a joiner and is a tight fit. Gains are possible?. I had the unit made up to reduce possible intake restrictions as I am using larger non standard turbos (TD04 hybrids)

"Pitty you cant get any upgrade for the under manifold inlet pipe" Last year I organised with a company in Shanghai China, to make one up for my Australian delivered Liberty/Legacy B4 BE5 Rev E.(VF33/32) They are now available on EBay http://www.ebay.com/itm/Subaru-liberty-legacy-B4-Rev-E-Twin-turbo-silicone-air-intake-pipe-induct-hose-/230853730516?pt=Motors_Car_Truck_Parts_Accessories&hash=item35bff460d4&vxp=mtr&x=49&y=7

http://www.scoobypedia.co.uk/index.php/Knowledge/ConnectingToYourECU

Do you have the green plugs connected and the Reflash Jumper plugged in.