Gloyale

No. This thread is only addressing the Axle spline count problem at the transmission. The rest of the details of the five lug conversion ,which requires basically an rear set of XT6 Hubs and axles, and best to get the whole front set up too although Leg/Imp stuff can be made to work up front. You can easily get disc brakes on you're GL using backing plates/ calipers and rotors from the rear of a 4cyl XT or a GL/RX Turbo.

The actual *diff*, the carrier, and spider gears and such are the same. And rings can be interchanged between them............. But in the end, since the pinions cannot be swapped, what would be the point of it.......by default you can't use the 4spd ring because you'd need the pinion as well. But in theory, you could install an OBX or some other type of EJ limited slip front diff (using original ring gear) in you're 4spd D/R because the actual "diff" is the same unit. not sure why youd want to...but....in theory.

The easy rule is, if it has a round plug Disty, it needs an 87(MPFI) or 86,87(SPFI) ECU. If you want to use a later ECU, the pins in the round disty pigtail connector must be swapped. When using a late disty in an early model, when you cut and splice disty pigtails, just match the wire color and you will end up correct assuming the original ECU is in place. Gary I would suggest if it runs at all, this is not you're problem.....but????

Chevy or import? They look like they have alot of positive offset for a sube to me. But I don't like the wheels sticking out past fender and wider track. I like my subes narrow to run tight trails

I know a local Aircraft Engine builder that has at least 5 factory Dual Carb manifolds and a bunch of special billet adapters for other dual carb setups for both EA81 and a few EJ22s. The guy also has about 60 stripped bare, cleaned and oiled low milage JDM EA81s and heads ready to rebuild. He is an old timer, the aircraft engine scene is not yeilding alot of business now, and he would like to sell some of this stuff. Kinda OT, but I thought it might be relavant. ANyhow, Nice work, and definately post some video with sound of that thing....please:slobber:

Not intitailly, but now I have. Since Early MPFI systems were not CAS based, there is no interchange at all with 85,86, and early 87. They use an older Magnetic pick-up/vac + weights advance. And actually can run a standard EA82 Carb disty in a pinch. But I digress... So the CAS pin swap only possibly pertains to the few 87+1/2 model year XTs. And upon checking.......yes, the same scenario is true. That year XT uses a round plug for the disty, and the ECU pins are shared with the other MPFI models of the same year. Next year(88) and on after, the ECU pins switch(pins 8 and 17) switch. Also with the MPFI models the wire color appears to have changed also, though not switched. Early both wires are White, later pin 8 changed to Green for GL/RX and Black for XT, sheesh......WTF:confused: SO........anyone trying to use a later MPFI ECU in an 87+1/2 XT........OR.........a later Square plug disty in an 87+1/2 XT, Swap the White and Green wires on the pigtail of the Distributor itself. Or alterantely, swap the disty and the matching ECU toghether.

Guido is an SPFI model isn't he? That means his disty has none of those things you mentioned in it. It is an Optical style CAS. No pickup coil, no advance(computer controled) and I don't even know what the governor would be....?? Just get a cap and rotor, that is all you need. Spend the extra money on a good set of plugs and wires if it's burning a hole in yer pocket.

You need at least 4 or 5 gallons of fuel in there to be enough for the pump to prime. As for the gauge, did you happen to do anything that would have bent the float arm? or gotten it wedged in place? Did you test for Voltage to the pump? If you have no voltage to the pump, you need to test the Fuel pump Relay. MY money is on the relay. Another thought though, have you tested for spark? If the ECU isn't getting a Crank sensor signal to send spark, it also will not ground the Fuel pump. Test fuel pump operation by connecting the 2 green test connectors and turning key to on. If it works in this *test* mode, then you know the problem is not at the pump, but rather is a missing Crank Angle Sensor Signal or other spark issue, so the ECU won't fire the pump up during cranking/starting.

Legacies and Loyales are 2 totally different cars. You need to clarify which you are asking about. You're title says Loyale and the post says Legacy. Here are some answers for you, pick the one that applies. Loyale Axle : NO, entirely different. Legacy axle : Yes

So, in the process of doing an SPFI swap onto my wheeler, I ran into a stumbling block. I have voltage everywhere, the Fuel pump will cycle with the test connectors, and the disty passes the *pulse* test. However there is still no spark and no fuel while cranking (absent signal from disty CAS) So, I began pouring through FSM pages and flowcharts trying to find an answer. Now for the real *meat and potatoes* of the story. I used a harness from an 87 2wd SPFI. Using Matching 87 disty(round plug) Somewhere along the way I parted with the matching 87 ECU. So I am using a 91 Loyale ECU. So I decide to see if there are ANY differences in ECU wiring between the 2 years. I open the FSM for each year and layed the pages with ECU pins next to eachother and compared, one at a time. SURE ENOUGH! Pins 20 and 21, for CAS *reference* and *position* are swithced! The wire colors stayed the same at each pin #, so it isn't apparent looking at the harness. The change must have been made on the board inside the ECU, and the green wire and white wire on the Disty plug itself are switched (I knew I had seen reference to this before) Well it turns out, in 88+ EA82 fuel injection, they swapped the 2 pins (20,21) for reference and position signals on the Disty! I went back through every year FSM, and it holds true. Early SPFI models, 86-87, (round plug disty) use 20(GY) for Reference and 21(BW) for Position Later SPFI 88-94(square plug disty) use 20(GY) for Position and 21(BW) for reference. SO, in conclusion to use a late ECU with an early disty with (or vice versa) the Green and the White wire in the Disty pigtail must be swapped in the connector. Or alterantely, swap the disty and the matching ECU toghether. *note: This also is the case for the late 87 MPFI models using the CAS disty with the round plug. So anyone trying to use an 88+ ECU on there 87 Turbo will need to swap these 2 wires. (MPFI ECU pins are 8 and 17) *note: 88+ model distys with the square connectors will all interchange SPFI/MPFI and will work with any 88+ ECU. When I can get some scans of the pages and some pics of the distys I will be submiting this to the USRM, and possibly as an adedum to the SPFI swap write-up. Although, this does highlight the benefits of General Disorders recomendation of using parts from a single donor car for the swap.

Actually, the a stock Loyale has a lower gear ratio tranny 3.9. I have always found a 3.9 NA car *feels* faster than a stock Turbo EA82 with a 3.7 ratio trans. not scientific, but...... Now once you swap a 3.9 or 4.11 (or 4.44 auto:grin:) into one they actually feel quick.

If you are using a FullTime EA D/R (from RX) then you can simply slide the EJ pinion shaft inside the hollow EA lower shaft and go for it. (*only the FT EA boxes share this hollow shaft within shaft setup with thte EJs) Pressuming they are the same length. I can't say for sure, but actually I think using a FT box to start with would be the *missing link* for this hybrid.

See next

Passenger side T-belt off 1 tooth.

That would have been soaked just like the one in my GL Turbo when I drove it into the willamette river. Luckily I had the enough time while the car was filling to reach under and pull the ECU. The nuts were already loose, and it just slides off it's mounts pretty easy. Then I hopped out and stoop on the bumper, (in the water) to disconnect the battery. My ECU was fine and the rest was soaked. the car is running great now If that car is an automatic, make sure to drain all the trans fluid and then flush it again a few more times. What comes out will look like strawberry Quick* Add some water remover to the ATF when you do. Change the enigne oil too of course, and the rear diff. But the trans is particularly vulnerable, as water pressure pushes fluid into the Trans past the axle and rear output seals.

Those look just like the Isuzu trooper Injectors I mentioned. pink tops, and no hose so they need short pieces of fuel line clamped on to work.

Looks great but I think you typoed when you said 83. There were no EA82s in 83 in the US. Must be a later model? 85+

Double check those gear ratios, they may be different. As for the TCU it will be plug and play.

Pulling the engine is so much easier. Unless you have a tranny jack. But still, you are gonna be working on the engine, so pull the engine.

93 Impreza Axles FOR 2WD MANUAL TRANS should be 23 spline.

I respectfully disagree. First off, have you ever tried removing vavles from a DOHC 2.5 head? there is no room for a conventional vavle spring compressor. Have to Fab or buy a special lever type with a snout that will fit down into the lifter buckets And why do they need to be spotless? only the mating surface is critical to be totally clean, the insides of the ports can have some carbon or varnishing and it doesn't hurt anything(unless it's excessive) I hot tank heads with vavles in them all the time and they come out very clean. Unless you are burning oil under vacuum load, or have a bad leakdown test, I see no reason to do a valve job. Espescially if you aren't going to change the Rings or Crank/Rod bearings. I wouldn't touch the valves unless I was rebuilding the entire rest of the motor or there was evidence of damage or defect.

Sorry, i could have sworn that you had put one in there. So I guess I might still have the only Legacy with a D/R in it. (it's actually my brothers, but whatever)

Rocker cockeyed Keeper incorrectly installed I've taken apart ones that where running ok but when opened the rocker was sideways and riding on the spring.

2 and 4 had no vavle operation for the compresison test. you can't take anything from those readings.

I believe they are 180 LPM @40 psi. Same as 280 Z N/A injectors. Side Note: Something interesting I just learned. 88/89 Isuzu Trooper injectors are the same phytsically as our EA82 MPFI injectors, except they fit right into a rail, so you would have to clamp on a short piece of fuel hose. They are pink top, for a 2.6 liter 4cyl. I am not sure, but I am guessing they have a higher flow rate. Probably around 250 or more. Anyone wanna experiment?