Unique Motorsports

What started out as a long day which would include a new clutch, finishing up a gutted stock up pipe and installing a turbo back exhaust turned into a long day, but no clutch install.

Gutting a stock Up Pipe:

Gutting a stock WRX Up Pipe is not easy, but should not be this hard. I have done a couple now and this was more difficult than the first. I no longer have a long air hammer attachment which is able to go all the way through the Catted part so I cut one that’s close and lengthened it by adding some 1/2” angle arm. Well, the cat is stronger than the steel so it took a few different “versions” of the extension, some beating on it with some large screwdrivers and a few hours of work to get this done. Luckily Darin was there to help tag team this as it took a fair amount of time. The end result is a clear path in the up pipe which fits as good as stock and retains the heat properties of the stock piece. As such, it’s unlikely to leak or have any other issues. One other thing to note is I like to weld the egt port shut as it would just through a CEL anyway. A 2.2K OHM resister goes into the plug to resolve the CEL.

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This is the original article from when I built up my original kit in 1999.

Disclaimer: This article is written for information purposes only. In no way do I suggest doing this. If you do… this information should be interpreted as a tool or learning device, not a “how to.” I take no responsibility for what you do on your time. That being said, this information is correct to the best of my knowledge.

Introduction:

After seeing turbo cars pop up in magazines and after owning a 1990 Eagle Talon TSI Turbo, I decided to look into turbo charging the Impreza even more. Once Minnam Racing came out with a turbo kit for the Impreza, I realized that it is possible to feasibly turbocharge an Impreza. At this time the thought of 4 spinning tires, neck-break acceleration, and the quarter mile times of a Porche 911 turbo were mostly just fantasy. Soon after however, something pushed me over the edge. The March 1999 turbo magazine. On page 130 lies Byron’s now 500+ horsepower daily driver Impreza.

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Disclaimer: This article is written for information purposes only. I have done a lot of research on these subjects and though to my belief it may be true, I do not take responsibility for any misinformation. These are the most common questions I get and so I thought I would write a FAQ. If you have any questions or comments please fill out the feedback form.

How much boost will my Impreza handle?

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Higher static compression creates more power throughout the rpm band, but it’ll lower your maximum allowed boost before the onset of detonation. Boost is worth way more power than compression, because boost raises your compression and your total air flow at the same time. With the down side of, when you’re not on the boost, you have slightly less power.

Effective Compression Ratio = static compression ratio x (1 + boost/14.7)^1/2

For a car running 8.5:1 pistons and 18psi(~max on pump gas)

8.5 x (1 + 18/14.7)^1/2 = 12.67 ECR

If you run 9.0:1 pistons and want to maintain the same 12.67 ECR (~max on pump gas), you’ll have to lower your boost to: 14.4psi

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Due to a lot of requests, I decided to make another up pipe and let it go to the first buyer able to Paypal $200 which includes shipping. Depending on the demand I might be starting up production again.