Gloyale

This is from the 86 FSM. Notice that the ratios of the 2wds, and the turbo/4WD are nearly identical, but not excactly. Different # of teeth on the gears means ever so slightly different ratio. Go figure?

Pictures!!! Legacy trans on the left, GL turbo on the right again from looking at the front 8 marking on the Legacy(3.9) pinion 9.8 marking on the GL Turbo(3.7) pinion And the matching mark on each diff/ring gear assembly Legacy diff transplanted into the GL turbo Bellhousing. With the old GL(3.7) diff sitting on the table. Note the matching color of the speedo gears, I swapped them as well. Held on with a a circlip. Left stub shaft of the 3.7 diff is removed for example of how they come out.

I just use a 3 jawed puller.

Looks like M8 to me. I've never seen an M7 bolt.

What model? Year? As far a I know, Subaru does not use any M7 bolts. All the fasteners I've encountered are M5x1.0, M6x1.25, M8x1.25 or 1.5, M10x1.25 or 1.5, M11*x1.25, and M12x 1.5. *= Old EA82 engine cylinder head bolts. Never seen this size anywhere else

Is this a SOHC or DOHC???? The DOHC is more likely to have damage as the valves can collide with eachother if the in. and ex. try to open at the same time. This is possible becasue the cams can get out of time to eachother. The SOHC, valves hitting piston is still possible, but valves hitting valves cannot happen. There is no way for the valves to get "out of phase" with eachother, as they are all operated by the same cam (per head, of course)

That's his "buy it now" We don't know what the reserve is. Could be $1k or less. And with the number of "blown" 2.5s out there, I think you could pick one up cheap. Put new HGs on it and install. I got a 2.5 SOHC from a forrester for $50 the other day. Of course it had been run out of oil and the crank and rods are toast

this statement and the last few posts of that thread suggest the PT Turbo trans from 85/86 are differnet than the 87+ fulltimes. Oh, and good catch on the 0.871 It was late last night.

how much?:cool:

Hmmm.... It's PA, so maybe if it's really rusty. I know cars out there do not hold value as well. Back east, ten years and 150k is "old with high miles" LOL But that is a nice car. All the options and the dual sunroofs. After a new engine installed, that car could be sold for $4000-5000 around here. But even in PA, even with a wee bit of rust, I would thinkSubaru360's estimate of $3000 is more like it. As it sit now it's worth way more than $500 just from the seats, wheels, and body parts. I think the seller is reasonable to expect $1k. It's not like it's a total wreck. Just needs a $500 JY motor dropped in to be a really nice car.

Both use a ten tooth pinion, but the excact bevel and pitch of the teeth is different, to match the respective ring gears. It's not a difference you can see. It's tempting to think they are the same and don't need to stay matched. But from everything I've read, they are not. Think about it, to fit 39 teeth on the same diameter ring a the 37, the excact size and pitch of the teeth have to be changed. The pinion must match this pitch excactly.

Actually the caarbed cams are quite a bit different. I don't think that would cause thee type of problem though. I would consider swapping the cams, but it may not be the problem. Also that carbed block has lower compresion than the SPFI. Again not sure why that would cause an issue.

My bad, Edited. Pasenger side. It's called the Air Control Vaccum Valve in this diagrahm

Trimming;)

Well, is it possible the map isn't just restricted... it's defective???? or has a bad connection? Although WAWalker did say replace the filter, not just blow it out. $12 bucks. Sounds like a start to me.

3.7 is taller final drive so I think you end up ahead. I swear my old 86 Turbo ran lower rpms on the freeway. please, somebody check my math, but by Chux own chart in the USRM, the overall RPMS at highway speed would be lower on the 3.7, EA82t 5 speed. 1k rpms (for easy math) in 5th gear : EA82T 5speed 0.81 5th and 3.7 final= 332 rotations of the wheels EA82 N/A 5speed 0.78 5th and 3.9 final= 328 rotations of the wheels

Hmmm.. call me crazy, but I would think that 3.7 ratio would make for BETTER highway gearing?? I remeber that my P/T EA82 turbo 5 speed ran lower RPMs on the highway than my carbed ea82 5 speed. Does the EJ box have drastically taller 3rd, 4th, and 5th gear ratios??????

anyone notice both of the busted areas are excactly above where the Case half bolts are on that side? The walls do have a tiny relief cut right there for socket clearance. I wonder if that was just the weakest spot to blow. Or if perhaps they were trying to split the case(for why IDK????) and the extension they used torqued against the side of the wall? Something seems weird, for both cylinders to be blown out. Also call me crazy, but do those look like dished turbo pistons???? Maybe someone had a crazy turbo project going with this thing, and upped the boost?

No, that's not it. I Hate not having my FSMs here by the computer. It has 1 small vac line to the manifold. and 2 bigger lines, one each to the ports at the very top of the carb front and back. And it has one port that is capped on top. It's right above the thermostat housing, mounted in a little clip that it never stays in. Damn, can't recall what it's called.

BS dude. I know because I did the swap. I have 2 sets of them on the floor of my shop. All first gen (90,91) Legacy rear springs are tappered. I believe 92-94 is the same as well. Outback springs will not fit the rear of 90,91 Legacys. Wagons included.

Can I get a copy of that too? sent to: LoveYourSubaru@yahoo.com?

That was my experience recently. The rears will absolutely not fit Outback springs. Legacy springs are conical, getting smaller at the top. And the mount has different bolt spacing and centering. So nothing to do but use Legacy springs, not Outback, regardless of the spring height. But the Legacy spring is longer and has more coils. Fronts we swapped complete with the Outback springs and tops. But the car sits nose down a hair. Legacy springs are longer.

Below the Pasenger side of the air cleaner is a UFO looking device, with 3 or 4 hoses. Mounted in a bracket thats attached to one of the intake bolts. I forget it's excact name. Anyhow, it has 2 large vac lines, one each runs to a port near the top of the carb, one front, one back. It has a skinny line going to intake vacuum. I've ditched this little item and capped the respective lines on a few cars, and man oh man does it help the idle. edited. oops, brainfart

Dude, You haven't searched this much have you???? You can't use Outback springs or strut top on the rear. Take you're legacy springs off you're old struts, and mount them on the Outback struts. The Outback spring will not fit, and are actually a hair shorter, so you get less lift not more. For the Fronts, the Whole Outback Strut/Spring/Top will fit, but again, you will get more lift (1/2" - 1") reusing you're old legacy springs. Don't bother mounting blocks between the crossmember, or strut tops, notching stuff, exhaust bumping. None of it is needed. And you will get less clearance. You have everything you need, just do it. Read my post #13 in this thread.http://www.ultimatesubaru.org/forum/showthread.php?t=82830&page=2

Swapping the EJ diff into the xt6 Bell housing is easy. Everything but the front portion can be left intact. All nessecary adjustment is done using the screw in bearing retainers on the, after swapping in the EJ diff. Swapping the XT6 diff would require using the XT6 pinion shaft as well. Removal of the tail section is needed to get the pinion shaft out. Maybe a good time to put in new transfer clutches? But if the pinion shafts are even a few .000s different length, new adjusting shims need ordered and fitted. 100% doable though. They either need the whole trans on the bench, or more ideally the diff section and the front pump w/pinion shaft installed. What is being measured is the excact *centering* of the ring gear to the pinion gear. The centerline of the pinion shaft lies on excacty one vertical plane, perpendicular to rotational axis of the differential. Using the bearing retainers, the ring gear must be positioned excactly on the plane of the pinion gear. And also, should have just a hair(.012) of movement side to side. In otherwords the bearings should only be *just so* tight. It all sounds harder than it is.