In 1990 Subaru took over the Coloni Formula One team, acquiring a 51% ownership stake, paying off the team’s debts, and supplying a new, unique engine. The engine was a flat-12 called the “MM” series, which in fact was penned by Carlo Chiti.
Chiti’s Motori Moderni company at Novara had supplied V6 turbo engines for the Minardi Formula One team from 1985 to 1987, and in 1988 Chiti had penned a naturally aspirated V12 engine that attracted Subaru. In late 1988, the Japanese commissioned Chiti to design a new Formula One engine with a “flat” layout, as used in their road cars.
The engine was completed in the summer of 1989, and was tested in a Minardi M188 chassis; due to a severe lack of power, Minardi lost interest. After a few months of searching, Subaru found the Coloni team. Eventually, the Subaru Coloni team was founded with Enzo Coloni staying on board as the man for operational business.
FOR SALE: A very rare 1987 Subaru GL-10 4WD TURBO Wagon w/5 Speed Manual & Digital Dashboard.
I only purchased this car about a month ago. It came from the Allentown PA area and had one original owner (me being the second). It needs some work and I do not have the time to fix it up before winter as I originally hoped. With another Subaru project car already in the garage, sadly this one must go. I am hoping to pass this on to another Subaru enthusiast who has the time to make it perfect again.
The car runs and drives great, shifts smooth and even has a little TURBO light on the dash when you give it some extra gas. All of the digital gauges, warning lights, power windows/mirrors, am/fm/tape player, and other electronics work perfectly. The AC blows cold and the HEAT is hot. The interior is clean and maybe a 7 or 8 out of 10… for its age. I noticed that the frame has had some previous rust repairs and will need some additional work around the frame rails.
The engine is clean and runs great, but pretty much leaks from everywhere. The front axle boots are busted and will need to be replaced (new axles are included in sale). I have the original owners manual and “added security” paperwork, the 1987 Subaru sales catalog, the original keys as well as some extras, and a Haynes Repair Manual. The car will be detailed with a full tank of gas at time of sale!
I am only asking $3800 or best offer. I have the title in hand! If interested in seeing the car or have an questions, please contact me by email. Thank you!
Fully loaded with every 80’s Subaru option including:
* 5-Speed Manual
* Turbo charged
* AM/FM Stereo w/Tape Deck
* Adjustable Steering Wheel
* Air conditioning
* Cloth Upholstery
* Cruise control
* Digital Clock
* Front Bucket Seats
* Interior Hood Release
* Interval Wipers
* Power Mirrors
* Power locks
* Power windows
* Rear Defroster
* Rear Window Wiper
* Steering Wheel Controls
* Tilt Steering Column
* Trip Odometer
* Vanity Mirror(s)
SVX Power Steering Systems on Early Subarus Part 4:
There are two model-specific systems available on SVX vehicles:
• The engine speed sensitive, or conventional belt driven hydraulic pump and pinion type steering system is standard equipment on the SVX.
• An SVX equipped with the SVX Touring Package uses an optional vehicle speed-sensitive system. This system provides normal power assist at low vehicle speeds for reduced driver steering effort, and reduced steering assist at increased vehicle speeds for increased road feel and improved engine operating efficiency. Both systems have many similarities with the Legacy system.
Both systems share many similarities to existing Subaru steering systems. Both use a belt driven power steering pump, although the pump housings are different in appearance.
A conventional power assisted rack with the standard Subaru lines and hoses is used by the standard system.
An oil cooler pipe has been added to both SVX systems. It is located in front of the radiator on the return side of the system.
A steering shaft rubber coupler is used by both SVX systems to reduce road noise and vibration.
SVX Power Steering Pressure Switch
A power steering pressure switch is located on the outlet side of the pump. The switch monitors increased engine load during idle speed steering. The switch provides an input to the MPFI ECU, which prevents stalling by raising the engine idle speed. There is not an additional trouble code for the MPFI ECU.
The Cybrid Power Steering System was standard equipment on the XT6. It’s a computer controlled,
electric motor-driven hydraulic steering system, using a power-assisted rack and pinion assembly similar to the XT. This system provides improved steering feel and more precise power assist over a wider operating range. Fuel consumption is reduced because it requires less horsepower due to the electrically-driven hydraulic pump. The specific system used on the XT6 is quicker than other XT power steering systems, with just 3.2 turns lock-to-lock.
• The Motor and Pump assembly mounted on the front bulkhead (firewall).
• A Steering Sensor located inside the vehicle at the base of the steering column.
• A Signal Controller located in the left rear quarter panel.
• The Power Controller mounted on the front bulkhead (firewall) to the left of the Motor/Pump assembly.
The Motor/Pump assembly is similar to a starter motor, since it has an armature, fields, and brushes which are serviceable. The electric motor drives a pump which is very similar in design to an engine driven pump. This combination replaces the familiar belt driven P/S pump assembly. The Cybrid System requires special hydraulic fluid to retain stable viscosity during cold temperatures.
The Pump incorporates an electric heater to warm the hydraulic fluid in extremely cold operating conditions, improving the steering performance. A thermistor type switch located on a bracket above the Motor/Pump assembly, senses the underhood (ambient) temperature and sends an input to the Signal Controller.
The Heater operates for approximately five minutes after engine start-up. The Signal Controller grounds the heater relay, which passes battery voltage to the heater. The heater relay is located near the motor/ pump assembly.
Note: The Heater only works when the thermometer signals an extreme cold condition.
Subaru’s power steering system contains a pump, hydraulic line, and a gearbox (rack). The hydraulic pump is a vane-type pump driven by the engine. It provides pressurized fluid for the system.
Oil Pump Operation
The pump has two internal valves: a flow control valve and a relief valve. The flow control valve regulates the volume of power steering fluid delivered to the rack. During high engine rpm, the pressure in the pump overcomes the flow control valve spring. The control valve slides back to close off an oil passage to the rack and to open an oil return port to the pump inlet. This reduces the power assist to the rack during high speeds, improving the steering wheel feel and response.
Subaru steering systems utilize a rack and pinion steering mechanism. As the pinion gear rotates, the rack moves left or right. Rack and pinion steering gives the driver precise control over the wheels. The simple, compact design is easy to service.
CGR – VGR Ratios
Two manual steering racks are used in Subaru vehicles: a constant gear ratio (CGR) rack and a variable gear ratio (VGR) rack. The teeth on the CGR rack are equally spaced so the turning effort is equal throughout the turning range. The teeth on the VGR rack are spaced closer together on the ends of the rack than in the middle. The turning effort decreases as the turning angle increases so sharp-radius turns are easier to make.
Several different power steering racks have been installed in Subaru vehicles. The racks used in the L-series, XT, Legacy and SVX vehicles are similar. All have a one-piece gearbox and lack the external air vent distribution tube found on the rack in pre-’85 and carryover vehicles. However, the XT rack differs from the L-series rack in several ways.
The XT rack is made of aluminum and has a different control valve. Different types of hydraulic seals are used in the two racks, and each has its own unique special service tool. The power steering rack in the pre-’85 model year vehicles and the Brat has a two-piece gearbox and an air vent distribution tube. It also has seals, service procedures and special service tools that differ from the other racks.
Rigid Steering Column
Three types of steering columns are used in Subaru vehicles: a rigid steering column, a tilt steering column and the XT and SVX tilt and telescoping steering column. The rigid steering column is found on L-series DL models, the Legacy standard model, and Justy vehicles. The rigid steering shaft does not tilt or pop-up, but is collapsible (a safety feature). The shaft is connected to the gearbox by universal joints.
ABS 5.3 Antilock Brake System for Early Subaru Part 5:
Beginning in approximately December of 1996, a new antilock braking system called ABS 5.3 was installed on Legacy vehicles equipped with ABS. This system uses a Bosch hydraulic control unit and a Nippon electronic control unit. ABS 5.3 is a four channel control design which can independently control the front wheels and utilize select low control to control the rear wheels (a system which provides the same fluid pressure control for the two rear wheels if either wheel starts to lock up).
Although similar to other Subaru ABS systems, there have been enhancements to component operation and location. Diagnosis has also improved because of the ability of the 5.3 ABS system to communicate with the Select Monitor. The hydraulic control unit or HCU is located under the hood on the right side of the engine compartment. The size of the HCU has decreased by approximately a third from that of the ABS-2E system, used on previous model year vehicles.
The HCU controls brake fluid flow by utilizing eight solenoid valves. There is an inlet solenoid valve and an outlet solenoid valve for each wheel. Mechanically, the inlet solenoid valve is open during normal braking, and the outlet solenoid valve is closed. The HCU also contains a motor and pump assembly, which operates only while ABS is actively controlling the brake fluid flow–preventing a wheel lock.
Externally the HCU of the ABS 5.3 has a relay box attached. This allows troubleshooting of the valve and motor relay area to be kept separate from the troubleshooting of the solenoid valves and pump motor. There are four modes of operation for the ABS 5.3 system. They are normal, pressure-drop, pressure-hold and pressure-increase. When wheel lockup is sensed, Mode Two, Mode Three and Mode Four may be activated. They are described as follows:
If you want to own a really cool and really rare piece of Subaru history you should take a look at this XT6:
I have a 1989 Subaru XT6 5 speed with full time all-wheel drive and low miles. It is a 2.7 liter flat six cylinder engine and functioning air ride suspension. I’ve had the car for two and a half years now and it looks completely different from when I bought it. I’ve spent more hours working on it than I would probably like to admit. It has a new water pump, new timing belts, new fuel pump, new radiator, new plugs, new tranny and rear diff fluid, and four new tires, new exhaust. Over this previous summer the whole car was sanded, cleaned up, dents removed and straightened the whole body. It has a fresh coat of factory Subaru red and it looks awesome, you need to see it in person to really appreciate it. Countless hours put into it. I really don’t want to sell this awesome car but it is a historic subaru that deserves to be kept clean and taken on the occasional cruise. I’d accept trade offers preferably a subaru or truck but shoot me an offer.
Is this 1989 Subatu XT6 a good deal or something that should be skipped? It’s from Wisconsin so I would be weary of rust, but it looks pretty rust free to me. I would inspect underneath the car however to be sure. What does everyone else think? Comment below!