Subaru Liberty GT MY07-09 Power Kit

MRT Performance 1 Averill St. Rhodes NSW Sydney AUSTRALIA 2138 Phone +61 2 9767 4545 Facsimile +61 2 9767 4599 [email protected] www.mrtperformance.com.au

Subaru Liberty GT MY07-09 Introduction - The Standard Car

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First released in late 2006, the 2.5L MY07-09 Liberty GT is a vastly better car than the MY04-06 2.0L model it replaces. Subaru took everything that was wrong with the old model and sorted it, and then threw in some extra goodies to boot. In a nutshell: 

Gone is the old 2.0L engine which, whilst good in fundamental design, was hampered by poor closed loop fuel control (02 sensor and ECU related) and a twin scroll turbo setup that meant well on paper but was simply too small in reality. In its place is a completely new 2.5L assembly, based more closely in design to the later generation 2.5L engine found in the WRX and STi models. It has a better (ie larger) single scroll turbo setup and the potential for significantly better torque delivery than the earlier model.

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Also gone is the old 5 speed manual, with the 6 speed manual transmission and drivetrain from the Impreza STi range finding its way into GT-B models. The 5 speed auto is still an option on some models if you feel so inclined, but the 6 speed is the better drive.

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The interior steps up another notch, with Sat Nav available in car for the first time in Australia (optional at an eye watering price on the MY07-08 model – standard fitment from MY09 onwards). The general feel of the interior is every bit as good as cars costing 3 times at much.

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The introduction of SI Drive, a snazzy control system which integrates with the ECU to give the driver the option of 3 different throttle control maps. Subaru promote it as “three drives in one car”, but the reality is that the entry level “I” Mode is too soft (allowing only 30-35% throttle at the engine even when the driver mashes the pedal into the carpet), and “S” and “S#” Modes are too similar to bother changing between (fortunately we have full access using EcuTek software, and once recalibrated these become a whole other story! More on this a little further in though).

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Well sized turbo and intercooler combination for a factory car – not too much lag with reasonable mid range to higher rpm flow characteristics.

All in all, if you are chasing an Executive Express or a nice comfy family car, the Liberty GT provides quite a good base. But what happens if you were expecting or wanting something a little quicker, and why do we say “good base”? Read on, you’ll see.  PowerKit-Subaru-Liberty-GT-MY07-09 Revision #2 Page 1 of 15

Copyright MRT Performance 2010 www.MRTPerformance.com.au

Performance Improvement – Our Goal

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In looking to achieve increases in performance, there are several areas that need attention – our key aim is always to improve efficiency of the package as a whole in order to achieve well balanced results. Most of our clients buy their cars for enjoyment in a variety of environments (day to day commuting, spirited highway use, occasional track days, etc), but by far the most common is as a daily driver. On that basis, modifications which make a car too loud, consume fuel like someone else is paying for it, drive poorly with no torque at lower rpm, ride harshly, etc aren’t our focus. Gone are the days when you simply bolted on an exhaust and hoped for the best. We aim to take what the factory supplied you and improve on it after thorough testing and development – this is why we guarantee results, and provide a warranty for all of the work completed by us or our resellers.

Factory Warranty Guarantee

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When sold new, the manufacturer of your car provides a fairly specific warranty that covers a variety of things for a predetermined amount of time or distance travelled. Problems caused by poorly thought out or performed modifications however are generally not one of them! Where a problem with your car is completely unrelated to any modifications made (for example, your air conditioning fails 12 months after you have a power kit fitted) this is generally STILL covered by your factory warranty. However if you increase the performance output of your engine and your transmission fails, it is unlikely they will be too interested in repairing it under warranty. Fortunately, where a full MRT Power Kit is fitted (by either us or one of our resellers) we will generally take up where your factory warranty ends to the extent that the vehicle is affected by our modifications. Of course there are some exceptions (such as outright race or track use – more information on our website at http://mrtperformance.com.au/content/view/345/138/), but put simply, if we fit something to your car which impacts on its reliability, we will rectify the problem under the terms of our warranty.

Fuel Economy

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In these times of ever increasing fuel costs, one of the main queries we get is how your car will be impacted by any modifications. Truth be known, in order to get better performance from your car two things happen: 

We need to make the engine more efficient throughout the rev range. Whether this comes through fitment of additional parts or changes to engine operating parameters, the aim is the same.

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ECU mapping is optimized to ensure the engine is operating with the most suitable settings for the combination of parts fitted.

As a result, during normal day to day driving your engine is actually working more efficiently and burning less fuel as a result. Of course when you are working the engine harder to extract higher levels of performance, you will burn more fuel (no way around the basic fundamentals of a combustion engine there sorry!) however remember that this is less than 10% of the time you are driving. On balance, most of our customers who have had an MRT power kit fitted over previous years have provided feedback which confirms this. Depending on driving style, many notice no increase in overall fuel consumption and many have come back with gains of 0.5-1.5L/100km. PowerKit-Subaru-Liberty-GT-MY07-09 Copyright MRT Performance 2010 Revision #2 Page 2 of 15 www.MRTPerformance.com.au

MRT Power Kits – What Options Do I Have?

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We have many customers who come to us with a predetermined figure in mind - how much faster they want to go, a certain amount of power, or a preset budget are all common. We have many years behind us of preparing custom combinations to suit specific requirements for customers, be it road, race or rally. However through our years of experience on both Subaru and Mitsubishi performance models, we know that certain combinations of parts produce certain results. Of course different engine configurations respond differently to various combinations, however we are able to break it down into various stages to suit each model. This allows you the peace of mind of knowing how much you are going to spend and the performance gains you will receive well in advance of any work starting. Typically most of our supported vehicles come with 2 – 3 performance upgrade kit options:  XA Kit Entry level kit with a mild power increase but primary focus on improvements to mid range torque and day to day drivability. The XA Kit typically has a minimal (if any) noise increase over a standard vehicle.  XB Kit Mid range kit designed more for the owner who wants that little bit more from their vehicle, both in terms of performance and sound. Significant improvements in torque and power, with a much broader torque curve compared to the standard vehicle. Good improvements in turbo lag are also seen with notably better throttle response.  XC Kit Upper level kit for the more performance orientated owner. Typically these kits include a turbo change along with supporting modifications in the quest for much larger outright power gains over a standard vehicle. Upgrading between kits is feasible (check FAQ section at the end of this document for further information). All of our kits are designed for engines that will be run on 98 Octane fuel (eg Shell V-Power, Caltex Vortex 98, BP Ultimate 98, etc). However, if you are in a remote part of Australia and can’t get 98 RON fuel on a regular basis, then we can still help. Please contact your nearest MRT reseller for further details on any potential impacts on performance (engines generally need to be detuned slightly to retain reliability to suit lower octane fuel). All initial testing, development and verification of results has been (and continues to be) completed on our in house 4WD Dynapack Chassis Dyno. Dyno time is not normally included as part of our kits due to the level of testing and development already completed on associated mapping work, however if you wish for any specific kit to be custom tuned to your requirements it can be easily done at a slight extra cost.

PowerKit-Subaru-Liberty-GT-MY07-09 Revision #2 Page 3 of 15


Why EcuTek?

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All MRT power kits retain the use of the factory engine management system hardware, recalibrated for optimum engine control through the use of EcuTek software. Some people prefer to remove the factory management system and fit a complete replacement ECU (or interceptor style unit which overrides some aspects of the factory management systems control), however this is not our preferred method for several reasons. When tuned correctly the factory engine management system allows you the best of both worlds – factory or better than factory drivability, with the best possible performance from your chosen combination of modifications.

Certificate Of Authenticity Be sure you get what you pay for! With the success of the MRT Power kits over the years, some companies try to pass off inferior parts and options that replicate what we do. However we guarantee our results because we only use proven parts and the best engine management system technology in EcuTek software. With each tune or upgrade completed, you will be provided with an individually numbered Certificate Of Authenticity to show what has been completed on your vehicle. To register it, simply complete the detachable feedback details and drop it in the (reply paid) post.

This isn’t something just anyone can do however, we (and our resellers) use proven EcuTek engine management software to upgrade your existing OEM engine management system with the required settings. In doing this, you’ll get: 

Good fuel economy via accurate closed loop fuel control.

 No wiring or hardware modifications to the electronics of your car (100% reliability).  The same or better emissions output from your engine (many OEM setups run quite rich air/fuel ratios at higher rpm levels).  All of the OEM safety parameters such as active knock control and boost limiting adjusted to suit. This means if something isn’t going according to plan (eg detection of detonation due to the use of poor quality fuel for example), your ECU can respond accordingly to prevent engine damage in most cases.  Optimum setup and control of the latest engine management system features such as variable valve control, electronic throttle control (including access to all 3x SI Drive modes on Subaru models where fitted) and more. We have used EcuTek software to reprogram the Subaru and Mitsubishi factory engine management systems on everything from standard cars right through to heavily modified cars with enlarged engine capacity, massive turbo and intercooler combinations and nitrous of all things! Road or race, the results are on the board – why use anything else?

PowerKit-Subaru-Liberty-GT-MY07-09

Copyright MRT Performance 2010

Subaru Liberty GT – Unique Features/Issues Back in the introduction we said that as delivered from Subaru “the Liberty GT is a good base”. But what did we mean by that exactly? In a nutshell, there is a whole heap of things to like about the MY07-09 Liberty GT. Unfortunately however, in standard trim it just isn’t quite the sum of its parts.

. Tuning 101.

There are two obvious issues (well, obvious to us anyhow!), both of which are related back to the way in which Subaru Engineers have calibrated the factory engine management system. The first is the torque delivery of the engine – many customers have mentioned that their standard car has a surging feeling under full throttle in Sport and Sport Sharp mode. The first time we put a Liberty GT on the dyno the cause was instantly apparent. It is hard to say exactly why Subaru wanted it so, but the GT’s standard engine management system holds the engine in closed loop fuel control WAY too long (refer Tuning 101 to your right for a quick explanation of Closed Loop Fuel Control if you aren’t sure what this is). An issue on its own, but when combined with the highly active ignition timing system Subaru ECU’s use, this then feeds into another problem. In later model cars such as the Liberty GT, the engine management system runs very active ignition timing strategies. In simple terms, more ignition timing (up to a point) generates more torque from the engine. However, too much ignition timing can cause abnormal combustion (detonation, which can be engine damaging). The factory ECU uses feedback from the knock sensor to constantly revise the amount of ignition timing being run to get the most torque possible without detonation occurring. If detonation is detected, ignition timing is reduced to prevent engine damage. All good and well in theory, however when combined with the Closed Loop Fuel Control issue noted above, some strange things start happening. Consider this – you are driving along and the need to accelerate comes to hand. You’re at 2500 rpm in 3rd and mash the pedal to the carpet. Engine revs start rising, as does boost pressure which increases engine torque (and combustion temperatures). PowerKit-Subaru-Liberty-GT-MY07-09

To the untrained eye, this graph probably doesn’t mean a whole lot so we’re going to attempt a quick lesson in Tuning 101. At idle and light throttle inputs such as cruising down the street, most late model (last 10 years or so) engine management systems are usually operating under something called Closed Loop Fuel Control. In simple terms, the ECU takes feedback from the O2 sensor in your exhaust and adjusts fuel delivery in an attempt to stay as close as possible to the theoretically ideal air fuel ratio of 14.7:1. At this level, just the right amount of fuel and air is being burnt within your engine to get the best compromise between emissions and fuel consumption. Under acceleration when you increase throttle input (ie put the engine under more load), things start happening faster inside the combustion chamber. As a result, the ratio of fuel and air being burned needs to become richer for two reasons – to ensure that there is sufficient fuel available for the increasing amount of air being consumed (smoother drivability and good transition from cruise to full throttle), and for thermal management (small amounts of fuel that aren’t burnt in the combustion chamber absorb heat and take it out the exhaust as part of normal engine operation – not so good for emissions, however reduces chances of engine damaging detonation). On turbocharged engines as boost pressure rises, so does the temperature within the combustion chamber. To compensate, proportionately richer mixtures are used to keep combustion temperatures in check. Leaner mixtures mean higher temperatures and lower ignition timing thresholds before detonation starts occurring. Copyright MRT Performance 2010

Unfortunately fuel delivery isn’t increased to suit, so the ECU starts retarding ignition timing (in response to the presence of detonation which has resulted from the increase in combustion temperatures). The drop in ignition timing reduces torque, counteracting the higher boost levels. Then around 3500rpm, fuel delivery increases suddenly as the ECU switches out of Closed Loop Fuel Control, bringing combustion temperatures down and allowing the ECU to restore ignition timing back to where it should be. Torque delivery then picks back up again (around 4500rpm) just in time for turbo efficiency (and therefore boost levels) to die off and torque delivery to fall away again.

This is why the base torque graph in Sport (S) and Sport Sharp (S#) mode is as erratic as it is. The above graph shows a comparison of a standard Liberty GT in S mode (lighter colours) and S# mode (darker colours). The blue line represents torque output from the engine – note the inconsistent delivery. The other thing to note is the minimal difference between S and S# mode in terms of output, which leads us into the second issue, the way Subaru have calibrated the new SI Drive system. But firstly, what exactly is SI Drive? All late model Subaru’s use an electronic throttle control system (the ECU acts as a middle man, deciding how much throttle to give at the engine after you stomp on the accelerator pedal, rather than there being a direct 1 to 1 link like on older cable throttle equipped engines).



With that in mind, SI Drive represents 3 different electronic throttle control maps (or 3 different interpretations of how much throttle to give at the engine based on input from the accelerator pedal). Known as Intelligent Mode (or I Mode), Sport Mode (or S Mode) and Sport Sharp (known as S# Mode), each of these modes can be selected by the driver via the control knob in the centre console. Despite what some owners think, it is NOT 3x different full engine management system calibrations – no matter which SI Mode you have selected, the engine is running based on inputs from the same ignition, variable camshaft control, fuel and boost control maps. For example, driving the car you depress the accelerator pedal 30% at a given RPM – I Mode will give you one level of throttle at the engine (say 15% for example), S Mode will give you another level (say 25%) and S# Mode will give you another level (say 35%) even though you haven’t changed the position of the accelerator pedal. The amounts at varying throttle inputs aren’t linear however, they are based on 3D tables referencing RPM and throttle position for much more accurate control. To quote Subaru from their website (www.subaru.com.au in the Advanced Driving Technology section): “Subaru Intelligent Drive is designed to deliver 3 drives in 1 car. It can change to suit your driving mood from well balanced, economy orientated performance, to sporty driving, and then change again to deliver a dynamic level of engine performance ideal for the true driving enthusiast.” From a technical perspective, this is certainly what is capable. It can and should be a great way to provide 3 different driving experiences through a variation in not only throttle response, but also torque and power levels in each mode. The reality however is a little more disappointing, and you get the impression that the above quote was written by someone in the marketing department who hadn’t driven a Liberty GT. What on Earth is “well balanced, economy orientated performance” anyway?  In standard specification, I Mode is too dull for anything useful (with heavily muted throttle response, and not allowing any more than about 35% throttle at the engine even if the driver has the pedal mashed into the carpet). Step up to S Mode and the difference is immediately noticeable, giving sharper throttle response and up to 95-100% throttle at the engine. Back to back dyno runs confirm that S# Mode is only nominally different to S Mode, with marginally more aggressive throttle response at some rpm levels, and only a few kw above the power/torque seen in S Mode. To add further complexity, boost control (on turbo charged models with SI Drive such as the Liberty GT and MY08-on Impreza STi) is also influenced by throttle position. This means with some tinkering, the SI Drive mode can be setup to allow different levels of boost within each mode, however this is all but ignored in standard Subaru trim. In summary, SI Drive is a great technological achievement from an engineering perspective, which is then thoroughly wasted by the time it is setup and gets to the owner in the vehicle you buy from Subaru. On the upside however, the EcuTek software we use allows full access to all SI Drive functionality, allowing us to set it up the way it should have been – truly giving you 3x different drives in one car!  PowerKit-Subaru-Liberty-GT-MY07-09 Revision #2 Page 7 of 15


Subaru Liberty GT – XA Kit

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The Liberty GT XA kit is all about correcting the faults already noted, and fine tuning many of the other parameters to optimize torque delivery (and boost and throttle control through all SI Drive maps). Along with throttle response, boost control is also altered so to give progressively more torque and power in each of the SI Drive modes. I Mode now gives around 5 Psi, S Mode around 11 Psi and S# Mode around 15 Psi at their respective peaks.

The above graph shows the difference between the standard car in S# Mode and the car in S# Mode AFTER tuning (ignore the slight wave effect in the AFTER torque/power curves – our dyno was feeling a little under the weather that day and seeing some excess vibration, it is NOT the car!). Whilst not shown, performance in I Mode is also improved over standard, and the revised S Mode now offers similar mid range torque to S# Mode in the standard car! Many clients who have had the work completed often remark that they now spend most of their time in S Mode and only ever switch up to S# Mode for “spirited trips” over their favorite bit of road (where even better levels of throttle response and outright grunt are required). On the road the prior surging and inconsistent power delivery are completely gone, and throttle response is significantly improved in all modes.

Subaru Liberty GT – XB Kit

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With the factory setup running at a more optimum level, the quest for further improvements for performance means we need to focus on some mechanical changes to help aid engine efficiency. On the Liberty GT, just as on the MY09 Forester XT and MY08 WRX 2.5L engines, the inlet side of things doesn’t pose excessive restriction. This means any changes to the intake only add bling or noise rather than giving any useable improvements in performance or fuel efficiency. PowerKit-Subaru-Liberty-GT-MY07-09 Revision #2 Page 8 of 15


The exhaust however is a different story, and a full replacement 3” system from the turbo back is fitted. As per all of our other systems, high grade stainless steel is used and a high flow cat converter is fitted in the factory location to allow the best possible performance whilst keeping emissions to a minimum. A new twin rear muffler assembly is fitted, and keeping in line with the understated nature of the car, noise levels are kept in check. A sportier note is achieved, without droning at freeway speeds, or waking up the neighbours in the morning on your way to work. It is important to note that you can’t simply bolt on exhaust system on and go for it – without extensive ECU retuning to suit, the engine sees spikes in boost pressure in the mid range and not a great deal of performance improvement elsewhere. When combined with ECU retuning to suit the new exhaust system however, the gains are immediately noticeable. Improvements in mid range torque, a reduction in turbo lag (with peak torque now arriving around only 2800rpm) and improvements in peak power are the most obvious benefits. On the road the car becomes an awesome drive, with useful torque just a small push of the throttle away in most gears. Boost levels are revised again to suit the new exhaust system, with S# Mode seeing a approx 16 Psi, S Mode seeing around 11 Psi peak and I Mode seeing around 8 Psi peak boost pressure.



We’ve mentioned our adjustments to boost control based on SI Drive mode with both the XA and XB kits to date – below is a good example of what we do with boost levels in the XB Kit, with S Mode running 11Psi and S# Mode running just over 16 PSi:

And below is the effect on torque and power between the two Si Drive modes:



After the exhaust system and extensive ECU mapping, the next limitation to performance gains is turbo sizing. Whilst slightly larger than the turbo fitted to the MY09 Forester XT and MY08 WRX (which share a similar specification 2.5L engines), those chasing higher levels of performance will find the OEM turbo unable to deliver. That’s where the XC Kit comes to the party.

Subaru Liberty GT – XC Kit

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With the MY07-09 Liberty GT, Subaru have moved to their later specification turbo and intercooler design (compared to earlier WRX and Forester XT 2.0L models) in that the two bolt directly to each other (a connecting pipe is no longer used). This unfortunately means that the most common upgrade on many earlier model turbo Subaru’s (direct bolt on of an STi derived turbo such as the VF23, VF34, VF30, etc) is no longer feasible. The change back from twin scroll on the earlier model 2.0L Liberty GT to single scroll on the latest model also means that our earlier 2.0L Liberty GT upgrade is no longer suitable either. Not a big issue as far as we are concerned, it just means we need to approach things from a slightly different angle and fabricate a solution to suit. Based on calculated airflow requirements, power and torque targets, engine component strength, and the need for a minimal increase in lag, a custom turbo solution is used. This is designed specifically to suit the MY07-09 Liberty GT setup, and after much testing and revision, meets all of the requirements noted. Peak target boost with the XC kit is around 16.5 Psi in S# Mode, 12 Psi in S Mode and 8 Psi in I mode. Additionally, whilst the smallish intercooler had performed well to date, the extra airflow provided by fitment of a larger turbo stretches the friendship. A custom designed larger replacement intercooler with more efficient core (with flow characteristics designed to match the new turbo) is also fitted. In order to keep fuel supply up to required levels, a high flow intank replacement fuel pump is also fitted.



Replacing the turbo with a larger item, along with well matched intercooler upgrade and ECU mapping to suit, really bring the GT to life. Whilst slightly laggier than the XB Kit (as a result of the increase in turbo size), this is barely noticeable on the street. Abundant torque is available just above everywhere from around 3000rpm upwards, and the car now has the top end it deserves. Whilst this new turbo and intercooler combination is capable of delivering higher levels of boost (and hp), in line with our aim of keeping things nice and reliable, a maximum of 16.5 Psi in S# Mode is adhered to. At this stage however, the strength of the factory engine internals, camshaft design, cylinder head characteristics, injector sizing and more start to put a cap on things. If you are chasing further power above XC kit level it is certainly feasible, but the level of modification required to achieve it starts getting a fair bit more in depth and needs to be custom designed to suit your individual requirements. If that’s what you are chasing, simply give us a call to discuss your requirements and we’ll tailor a package to suit.

Frequently Asked Questions

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How long does the work take? Both the XA and XB kits can be completed within 1 day, while the XC kit takes around 2 days due to the additional mechanical components that need fitting. When booking your car with us (or your local authorised outlet) the total time your vehicle is required will be reconfirmed for you as well.



I’ve got a “Tuned By STi” Limited Edition model – what power gains should I expect from my car? Firstly, congratulations. It is rare to find a “limited edition” model from a manufacturer that has anything more than a few stickers and some different wheels to sell some cars, let alone remotely close to value for money. The Tuned By STi models however are definitely worth the extra expense – bigger and better Brembo brakes from the STi Impreza, lighter STi wheels, mild suspension improvements, sexier rear mufflers and revised ECU mapping are all good gear. From a mechanical perspective however, the engine is fundamentally the same as the regular Liberty GT model (rear mufflers and revised ECU tune aside). The STi ECU tune adds a handful of extra kw (around 4-6kw on vehicles we’ve dyno tested) and fixes some of the base tune issues mentioned earlier in the document. All gains noted are based on the regular Liberty GT model, as such whilst you will still get the same outright power figures the increase over your “standard” car will not be quite as high (allowing for the fact the Tuned by STi models are already 4-6 kw higher than the regular base model). In short, the performance upgrades noted are still definately worth considering if you have a Tuned by STi variant! Do the modifications void my new car warranty? (Also refer the details on the Factory Warranty Guarantee listed separately in this document) One of the most common queries we get in relation to performance upgrades on new models is the potential effects on factory warranty. To that extent, Subaru retain the right to refuse claims on warranty where the item being claimed on has been modified or changed from factory specification. However, to date we are yet to have any vehicle fitted with one of the MRT Power Kit upgrades fail as a direct result of the improvements made, with hundreds of kits supplied and fitted to date Australia wide. We also offer a warranty against manufacturer defect on all parts we supply. We also spend countless hours on research and development of parts, tuning, and the associated effects of these changes on the rest of the vehicle.



If I have a lower level kit, can I upgrade? Easily! All of our parts are designed to be compatible with other items. For example if you have one type of kit, upgrading to the next level simply consists of adding any additional parts that may be required (eg upgrading from a rear muffler only to a full exhaust system, updating ECU tuning to suit, etc). The cost to upgrade depends on what parts you already have fitted. As a guide it’s generally around the difference in price between your kit and the next + any additional labour associated with the changeover that isn’t covered in the kit. I have already made some modifications, can I get the same results as seen above? A lot of customers perform modifications in stages, partly due to budget constraints and partly because it starts in stages and then the bug bites and performance becomes an obsession. All of the modifications listed above can be performed around what you already have. Depending on the quality and type of items fitted, we will get performance gains as close as feasible to the above. Of course to make sure you get the gains the vehicle is capable of, just make sure you use MRT parts from the beginning!  Can I still service my car with a Subaru dealer?

7 Reasons why you can rely on MRT. 1. Extensive R&D program - each MRT Power Kit is the result of hundreds of hours of road and dyno testing. Different performance components are tested and retested to find an optimal solution to the question of “How can I cost effectively upgrade my car to be quick, reliable, economical AND fun to drive, without voiding my factory warranty?” 2. Our Unique Triple Guarantee: i) Guaranteed Performance Outcome – We guarantee our kits will deliver at least our quoted figures for Power and Torque. You benefit from the hundreds of dyno tests we have performed to optimize our power kits and your car is individually tuned by our expert tuners to give you the best possible result. ii) Factory Warranty Guarantee – Where our modified parts have been fitted to your car by us (or a reseller), should your new car warranty be voided as a result we will cover repair/replacement of any OEM parts negatively impacted by the modified parts under the same terms as the factory new car warranty. iii) Parts Guarantee – All of the parts we supply are of high quality and covered by a full 6 month/ 10,000km warranty or for the life of your factory warranty, whichever is greater. 3. Proven Track Record – Why risk your money playing mix and match with components not designed to work together with no guarantee of a performance outcome or risk of engine failure? We have invested many hundreds of hours in developing each kit offered to find the best performance enhancement solution at realistic price points for you. Thousands of happy customers use their cars with our parts every day.

We would like you to choose us for your regular servicing, but should you choose not to there are no hardware/software changes that will stop a Subaru dealer using their factory equipment. Additionally if they reset your ECU, it will still retain its “enhanced” settings.

4. How fast do you want to go – Each kit has been designed specifically to suit your particular model car with different levels of performance based upon your budget and individual needs. Custom solutions are also available where required.

Where can I get the work done?

5. Single Supplier – if you encounter any issues, you have a single point of contact to get them resolved to your satisfaction. The possibility of vendors passing the buck and not accepting responsibility is eliminated.

Any authorised MRT/EcuTek reseller can easily complete the work, or design a series of modifications to suit your requirements. For further information and contact details please check out our website at http://www.mrtrally.com.au/performance/dealers.htm. Of course if you have any other queries that we have missed, or need further information either give us a call directly at our new premises on (02) 9767 4545 or get in touch with your local reseller. PowerKit-Subaru-Liberty-GT-MY07-09 Revision #2 Page 14 of 15

6. Improved Fuel Economy – thousands of km of road testing has proven that your fuel economy will be as good as or better than prior to fitting the kit when the car is driven in the same manner under similar conditions. 7. Drivability Focus – our kits are not about massive outright power levels (although we can do this separately!), they are designed for practical enjoyment. * For full details refer your MRT reseller and additional information within this document. MRT is independent of Subaru.


Subaru Liberty GT MY07-0 09 – Kit Pricing And Inclusions

XA

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kit

Guaranteed minimum 15kw gain* (with up to 15% % more torque) Includes: 1 x EcuTeK MRT ECU software upgrade 1 x Recalibration of factory ECU using mapping extensively developed on dyno and road ** 1 x EcuTeK Certificate of Authenticity 1 x Full on road diagnostics and testing All labour to fit/tune/test vehicle 1 x Label kit (1x petrol cap cover, 1x engine bay, 1x radiator support panel, 1x EcuTek embossed label) 1 x Factory Warranty Guarantee *** For pricing and more details refer to your local MRT Supplier

XB

kit

Guaranteed minimum 25kw 25 gain* (with up to 25% more torque) Includes: 2 x MRT high flow rear mufflers (mandrel bent stainless steel with Y connecting pipe to suit) 1 x MRT 3” centre pipe (mandrel bent stainless steel – centre resonator optional extra) 1 x MRT 3” engine pipe incl high flow cat (mandrel bent stainless steel) 1 x EcuTeK MRT ECU software upgrade 1 x Recalibration of factory ECU using mapping extensively developed on dyno and road ** 1 x EcuTeK Certificate of Authenticity 1 x Full on road diagnostics and testing All labour to fit/tune/test vehicle 1 x Label kit (1x petrol cap cover, 1x engine bay, 1x radiator support panel, 1x EcuTek embossed label) 1 x Factory Warranty Guarantee *** For pricing and more details refer to your local MRT Supplier

XC

kit

Guaranteed minimum 45kw gain* (with up to 35% % more torque) Includes: 2 x MRT high flow rear mufflers (mandrel bent stainless steel with Y connecting pipe to suit) 1 x MRT 3” centre pipe (mandrel bent stainless steel – centre resonator optional extra) 1 x MRT 3” engine pipe incl ncl high flow cat (mandrel bent stainless steel) 1 x 500hp in tank replacement fuel pump 1 x Upgraded turbocharger (custom design - ball bearing core for improved response) 1 x Larger Top Mounted Intercooler assembly 1x Turbo to Intercooler pipe and silicone silico connecting hoses 1 x EcuTeK MRT ECU software upgrade 1 x Recalibration of factory ECU using mapping extensively developed on dyno and road ** 1 x EcuTeK Certificate of Authenticity 1 x Full on road diagnostics and testing All labour to fit/tune/test vehicle 1 x Label kit (1x petrol cap cover, 1x engine bay, 1x radiator support panel, 1x EcuTek embossed label) 1 x Factory Warranty Guarantee *** For pricing and more details refer to your local MRT Supplier * Whilst realistic and achievable on all MY07-09 GT models, power gains quoted are subject to 10% variation due to fuel quality and temperature variations in various areas of Australia. If you’ve concerns about any aspect of the work to be completed, please just ask us (or your local Authorised MRT Distributor)! ** Kits are NOT dyno tuned at time of fitment in most cases. We spend hundreds of hours on dyno and road at the development stag stage to eliminate unnecessary expense for you. This knowledge is incorporated ed in mapping designed for each kit, then refined in your car with road testing and diagnostics. Before and after power runs, or custom dyno tuning for every last kw are both feasible however additional costs will apply. *** Refer Warranty details within document

PowerKit-Subaru-Liberty-GT-MY07-009

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