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Just Us Justy's :D/The Official Justy Owners Club

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76K views 153 replies 28 participants last post by  anthonyredmond1970  
#1 · (Edited)
Justy Central



I figured there was no dedicated thread to Justy owners, so here it is :sunny:

If you currently own a Justy, have owned a Justy in the past, or just plain like Justy's, then this thread is for you. I know there are a couple owners on here, so lets get this thing rolling.

Pics are welcome, even if they are not yours.


Justy Links:

http://www.dustysjustys.com/
Justy Parts And Knowledge

http://www.cardomain.com/ride/3163356/1993-subaru-justy
STI Swapped Justy

http://subarujusty.proboards.com/index.cgi?board=talk&action=display&thread=2114&page=1
Turbo Justy

-Jamie
 
#6 ·
I HATE YOU! your making me miss my 91' Justy, Was a amazing car. Love these things.

Im sure you know there's a Subaru Justy Forum (I'm sure you know, just making sure. As well for others.) Im missing my car soo much. =C

Subaru Justy Forum - subarujusty.proboards.com/index.cgi
->use to be a active member on there. My names the same ha as on here.
 
#28 ·
This one.. So beautiful! If you look at "the Justy forums" there is also a fellow there who built a nice red car with a turbo, custom clutch and a modified custom EFI system. Seems like a fun car. My nearly stock '93 FWD was one of the most fun cars I ever owned and I wish I never sold it, but it's extremely appreciated now so it's okay.
 
#17 · (Edited)
Actually if you read the build thread on the website they only run in 2WD classes, not sure how it is setup entirely. My guess would be RWD after all.


From the site:

Subaru Justy running mid-mounted 2.5L Turbo Subaru 4-Cylinder and 6 speed gearbox
1st 2WD Open Class at Queenstown Race to the Sky 2006
1st 2WD Unlimited Class at Ashley Forest Rallysprint 2010
Dunlop Targa tarmac rally competitor 2007-09
Successful club car at Ruapuna
 
#20 ·
Anyone have some flare options to cover over the cutting I am about to partake in? My plan is to cut off the material exactly where the factory "flare" is already, to gain a little more tire clearance for the offroad setup. From everything I have read so far, Justy's hate being lifted unless you do the right adjustments to the subframe and such in order to drop the symmetry of the drivetrain. The PO hacked off the rust he saw and did a crappy job of sealing it with roll on bedliner :( To make matters worse, he sprayed expanding foam all inside the rear Qtr panels, so now I have to dig that crap out before welding up the seam again.

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#29 ·
Anyone have some flare options to cover over the cutting I am about to partake in? My plan is to cut off the material exactly where the factory "flare" is already, to gain a little more tire clearance for the offroad setup. From everything I have read so far, Justy's hate being lifted unless you do the right adjustments to the subframe and such in order to drop the symmetry of the drivetrain. The PO hacked off the rust he saw and did a crappy job of sealing it with roll on bedliner :( To make matters worse, he sprayed expanding foam all inside the rear Qtr panels, so now I have to dig that crap out before welding up the seam again.
I don't know any actual/specific options, but was going to use 1st gen 240SX flares on my Impreza. Might try something like that, only - they might stick out too far. I remember old (pre '86) Nissan/Datsun 4WD trucks had black plastic flares but they hung nearly vertically down - might find something like that and modify it. Hold it on with stainless hardware, with rubber between the flare and the body maybe?
 
#21 · (Edited)
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1988-1989 Subaru Justy LSR
Salted Scooby


By JOHN MATRAS


It’s called bench racing, those idle discussions about what if and just maybe. Most go no further than that. Reality and the crush of day-to-day life usually set in. But occasionally lunchroom chatter becomes a world land speed record. It happened with nine Subaru employees and one pre-production 1987 front-drive Subaru Justy.
The lunchroom group discussed taking a Subaru to Bonneville—easier and cheaper than racing any circuit for a season—but the records for the classes for turbo-charged and normally aspirated Loyales were “pretty stout,” recalls team member Roger Banowetz, now at Subaru Research & Development. “One of the guys suggested the Justy and we all laughed at him.”

The 1.2-liter mini-Sube was long on economy, EPA rated at 38/41 mpg, but wasn’t without performance potential. It had an sohc two-intake, single-exhaust valve aluminum head that made the little three-cylinder a nine-valve engine.
Another asset was the composition of the team. The group of volunteers from the California-based Subaru Technical Center brought a variety of talents to their after-hours project of making a racer from the Justy.

The car would compete in a “production” class, which naturally doesn’t mean “stock.” It did mean a stock body and standard layout as well as a carbureted engine running on gasoline. As no car had ever bettered the Southern California Timing Association’s base time of 115 mph for I-Production, the team from STC destroked the 1190-cc triple to displace 997 cc. A custom billet steel camshaft, 12:1 pistons and steel tubular exhaust headers were fabricated for the engine, as was a custom intake manifold to mount the three 40-mm Mikuni motorcycle carburetors in place of the stock two-barrel Hitachi carb. Engine mods included using titanium valve spring retainers, removing the balance shaft and removing the springs from the bearing seals to reduce friction. A stock, Japanese-market 1.0-liter Justy crankshaft and connecting rods were used, however. As Banowetz says, “In all, very few racing components were used. [It was] a very stock and strong Subaru Justy.” Indeed, it eventually produced 120 hp at 9200 rpm, against the stocker’s 66 hp at 5200 rpm.
Rules allowed lowering, so the Justy was dropped three inches, decreasing frontal area, and a small Japanese- market front spoiler was added. Although stock trans-mission and final-drive ratios were used, the gearbox ran ATF for reduced friction. A homemade cool-fuel can looks like it was made from your grandmother’s cookie canister. “Cool” air was routed via the cowl and from behind the grille, the airbox made from a Pampers box and duct-taped together at Bonneville. Although an accessory tachometer was installed, the Justy’s dash, front and rear seats and even carpeting remained. A full roll cage was installed. The STC team took the Justy to Bonneville in August 1988, achieving a two-way average of 117.553 mph, a new I-Production record. A return the following August after a year of engine work yielded a “down run” speed of 123.938, with a return speed of 122.570, its engine screaming at 11,900 rpm through the traps. The two-way average was 123.224 mph, a new record and one that stands today. The Justy still exists, but it hadn’t run since it set the record. Subaru put it in running order again, and we not only heard it but drove it—a little—as well.

Don’t doubt we heard it run. The unmuffled exhaust gathers an immediate crowd. The three-cylinder actually will idle, though it has a lean stumble until revs are added. Then it’s like lighting a fuse on this nickel rocket. The Justy’s curb weight is only 1700 pounds, so 120 horses launches it hard.

Hmmm, wonder how many horses a full 1.2 liters would make? Maybe we could give those hot-rod Honda guys something to think about if we got an old Justy, cam specs from Subaru, some motorcycle carburetors...
 
#151 ·
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1988-1989 Subaru Justy LSR Salted Scooby By JOHN MATRAS It’s called bench racing, those idle discussions about what if and just maybe. Most go no further than that. Reality and the crush of day-to-day life usually set in. But occasionally lunchroom chatter becomes a world land speed record. It happened with nine Subaru employees and one pre-production 1987 front-drive Subaru Justy. The lunchroom group discussed taking a Subaru to Bonneville—easier and cheaper than racing any circuit for a season—but the records for the classes for turbo-charged and normally aspirated Loyales were “pretty stout,” recalls team member Roger Banowetz, now at Subaru Research & Development. “One of the guys suggested the Justy and we all laughed at him.” The 1.2-liter mini-Sube was long on economy, EPA rated at 38/41 mpg, but wasn’t without performance potential. It had an sohc two-intake, single-exhaust valve aluminum head that made the little three-cylinder a nine-valve engine. Another asset was the composition of the team. The group of volunteers from the California-based Subaru Technical Center brought a variety of talents to their after-hours project of making a racer from the Justy. The car would compete in a “production” class, which naturally doesn’t mean “stock.” It did mean a stock body and standard layout as well as a carbureted engine running on gasoline. As no car had ever bettered the Southern California Timing Association’s base time of 115 mph for I-Production, the team from STC destroked the 1190-cc triple to displace 997 cc. A custom billet steel camshaft, 12:1 pistons and steel tubular exhaust headers were fabricated for the engine, as was a custom intake manifold to mount the three 40-mm Mikuni motorcycle carburetors in place of the stock two-barrel Hitachi carb. Engine mods included using titanium valve spring retainers, removing the balance shaft and removing the springs from the bearing seals to reduce friction. A stock, Japanese-market 1.0-liter Justy crankshaft and connecting rods were used, however. As Banowetz says, “In all, very few racing components were used. [It was] a very stock and strong Subaru Justy.” Indeed, it eventually produced 120 hp at 9200 rpm, against the stocker’s 66 hp at 5200 rpm. Rules allowed lowering, so the Justy was dropped three inches, decreasing frontal area, and a small Japanese- market front spoiler was added. Although stock trans-mission and final-drive ratios were used, the gearbox ran ATF for reduced friction. A homemade cool-fuel can looks like it was made from your grandmother’s cookie canister. “Cool” air was routed via the cowl and from behind the grille, the airbox made from a Pampers box and duct-taped together at Bonneville. Although an accessory tachometer was installed, the Justy’s dash, front and rear seats and even carpeting remained. A full roll cage was installed. The STC team took the Justy to Bonneville in August 1988, achieving a two-way average of 117.553 mph, a new I-Production record. A return the following August after a year of engine work yielded a “down run” speed of 123.938, with a return speed of 122.570, its engine screaming at 11,900 rpm through the traps. The two-way average was 123.224 mph, a new record and one that stands today. The Justy still exists, but it hadn’t run since it set the record. Subaru put it in running order again, and we not only heard it but drove it—a little—as well. Don’t doubt we heard it run. The unmuffled exhaust gathers an immediate crowd. The three-cylinder actually will idle, though it has a lean stumble until revs are added. Then it’s like lighting a fuse on this nickel rocket. The Justy’s curb weight is only 1700 pounds, so 120 horses launches it hard. Hmmm, wonder how many horses a full 1.2 liters would make? Maybe we could give those hot-rod Honda guys something to think about if we got an old Justy, cam specs from Subaru, some motorcycle carburetors...
I wonder how they de stroked the 1.2, just by using 1litre rods and pistons and then bringing down the deck height? Wonder what the bore to stroke ratio was after?
 
#25 ·
This is so awesome! Do you have any more info on that turbo car? The setup has been in my dreams ever since I owned my first Justy, and saw that it's pretty much designed for a turbo. There's a perfect spot for the I/C and the turbo, it's MAP based EFI, iron block and tough internals. Would want to figure out a different water pump and if possible oil pump setup though. Just sold my last Justy ('93 FWD) and I miss it a lot.

Here was my 4WD car:


This car is now the star of this site: http://justyjustice.net/
 
#31 ·
This car was so awesome...

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Looking for pics of my '93 right before I sold it. It was stock but in fairly nice shape. I added a tach, an oil pressure gauge, stereo, and GL front brakes with upgraded pads. The tach was silly, I know, but the car barely ran when I got it and this really helped me fix a few things, and it was only $35.
 
#35 ·
From what i've read the blocks are pretty much bullitproof. The trans is what craps out.
The 5spd 4wd and the ECVT (never buy one unless with intent to convert to 5spd). The 2wd 5spds are pretty durable and better shifting - though, when all the rubber is replaced in the 4WD linkage, it's pretty nice (and this saves your synchros, believe it or not!). The diffs and hubs are fairly weak unfortunately.