4x4_Welder

I guess driving trucks got me over the knee-jerk reaction to slam the clutch to the floor.

Yeah, I know not rolling into the person who decided to stop 6" off your back bumper or avoiding squawking a tire in front of a bored cop isn't cool. I would love to have a hill holder in my truck for off road. Ever get in a situation where you basically had to make two or three hitches on the edge of a steep bank trying to get an angle to get over a ledge? It really sucks when you roll back a little and start to go over, or spin and your locker catches, launching you forward instead of turning like you wanted.

Don't you have to pull the tube off to get a bolt behind that too?

From what I understand the engine is pretty decent. It lasts through three or four of their transmissions The red one is pretty sweet looking, those flat spoke 15s make the look

Gotta love the dealer mentality- Well, you should spend $2k now to avoid spending $2k later.

Does the oil pressure fluctuate while the engine operates at a constant RPM? The oil pressure does drop at idle-

Never mind, I thought you said Loyale. Might want to ask in the newer generation forum.

I don't think it's a sticky, but the info is readily available in the retrofit forum and new generation forum. In fact, all five suggested similar threads below are in the new generation forum.

Ok, thanks. That'll save me a couple $$.

Yes, but then you don't get the much larger and better brakes. You would still be stuck with the small barely adequate EA81 brakes.

It's a Legacy EJ 5speed AWD that's going in, and I'm using the Legacy outer parts for the 5lug swap. My primary donor car for the engine and front-end bits is a 5speed 2wd, will the axles from this car work with the EJ AWD transmission in the EA82 body, or do I need to make something up to work?

Different head gaskets, different intake gaskets, possibly different valve cover gaskets as well. Those were the only two years of the EA81T IIRC. After that, they just carried on the Brat and Hatch with the EA81, while the sedan and wagon could be had with the EA82T or plain EA82.

And just so we're completely clear on this- What makes you think their procedures cover only the SPFI Loyale and they didn't just throw in the info for the MPFI Legacy? I have never liked aftermarket repair resources, I always go with a site like this or an FSM if one is available. Very rarely have I seen a third-party manual that had in depth info. Usually they basically take 500pages to say if you need this book, take it to a shop.

The negative side of the coil is switched. Connect the positive side of the coil to the ignition switch, and the negative side to the distributor.

I was already planning an EJ swap, I have a Legacy sitting next to this thing waiting on a few parts to run right. I want it to run right before I yank it, I don't want to have to figure out if it's something wrong with the engine or my work once it's in the car. I'm also swapping in an AWD 5speed at the same time, so lots of work going on. I am kinda stumped on this thing right now. It's got a new turbo drain line that is high heat hose and has a heat shield on it, I can see the pressure line to the turbo and that's fine, valve covers and cam case o-rings are new, cam, crank, and oil pump seals are new, and the oil isn't coming from the front. It's running onto the crossmember by the bellhousing, plus it just keeps flowing when the engine is off. There is a very large puddle on my trailer now.

I've offically decided I hate this engine, especially the EA82T. Came out to find a HUGE puddle of oil under my wife's car yesterday, after sitting at the parts store for about 10minutes. I dumped a gallon of oil back into it, within 5miles the pressure gauge dropped. Pull over, check it, dump ANOTHER gallon into it, and that brings it just above the full mark. I wound up getting a ride and coming back to haul it home. No idea what it could be this time, it's not the pump, filter, and not the turbo lines at the turbo. I'm thinking it's either the tube that's pressed into the head, or it's finally blown the rear main seal. It has had a bit of a drip from the oil pan since I got it. It's EJ time now, I guess. Anybody that was thinking about getting this engine before should forget it, it has a bit of a knock now. Ironically, the heads might still be decent though.

Are you sure those aren't the specs for an MPFI engine? SPFI usually doesn't vary, due to the injector being above the intake instead of in the intake. An injector in the intake needs to be kept at a constant pressure above the manifold absolute pressure.

I thought the EJ22 was non-interference? It probably would be cheapest to get an exchange set of heads from Napa rather than have yours rebuilt.

The controls were there, but the master on switch was on the right. The passing light switch was usually on the left, closest to the steering wheel. I remember I kept smacking my knee on it in my Hatch.

Sounds like a skipped timing belt, or plugged cat. Make sure the MAF is clean as well.

Hey, big rotors need lovin' too!

Jack it up and shake the tire, if it moves it's the bearing. Also, drive it a bit, and feel the hub. If it's hotter than the other side, it's the bearing. If it passes these two tests, chances are you have an axle problem.

My EA82T had a hole in the turbo return line, it was DUMPING oil on the hottest part of the exhaust, did 400miles without any issue. Well, except smoke coming up around the shifter hole at every stop.

I tried a search, nearly every post in here has "axle" in it! I am EJing my wife's 89 turbowagon, and converting it to a manual while also doing the 5lug swap. Do I just use the EJ axles? Are those the same length? Or am I stuck with making an oddball custom axle? Also, my main donor car is a 93 Legacy L 2wd 5speed, are the front axles and clutch similar enough to use with an AWD tranny? Is at least the flywheel the same?

It's Co2, so no powder. Neat option, but I think what would be even rarer would be one that was still full- As a side note, is that a factory dog guard in an EA81?