Numbchux

no. not even similar

yea, I just meant using a standard belt-driven pump with the XT6 rack.... anyway. just got an email back from q-rack. they say they make no external modifications to the rack. so if an EJ series rack fits, theirs will too. so, after studying some FSMs. looks like the XT racks are a 17:1 ratio (XT6 is not any quicker, even though it's 3.2 turns lock to lock, instead of 3.7. so I suspect the '6 can't turn as sharp). looks like most other EJs are in the 15-20 range. '04 STi is 2.7 turns lock-to-lock (no ratio shown). the q-rack offers 12.5:1 and 11.5:1 versions both about 2.4 turns.

damn! that would be sick!! I've heard that the 6MT is the same size as an EJ 4EAT. which Gloyale proved only barely fits in an EA82 tranny tunnel......yea, I think you'll have to do some modifiying to get it all to fit. also....r180 in a brat :slobber: I'm officially more jealous of your brat than I was before. I didn't know that was possible! Nice freakin work man!!!!!!

I know the thread pitch is the same between them all....but yea, if the overall width is different, maybe inner tie rods could be swapped. part numbers are different, but look at the pics of them. these are both moogs. EA82: EJ: I'm also curious about the XT6 stuff. can you run the XT6 rack in a standard EA82? what about the pump? will it work with ATF? I'm confused by that.

has it been done? not that I can think of. I drove a impreza wagon with a Q-rack quick ratio steering rack today.....I have to have one!!! so while on this road trip (coming back from the Gravity Park rally, see Rally/Racing section for that thread), I started thinking about what it would take. things we know. -splines on the shaft are the same (people have used outback shafts for lifted Ea82s) -power steering lines are in the same place and have the same threads -tie rods have the same thread pitch -mounting points are very similar (EJ rack bushings have been used on Ea82s. I believe). my concerns: -track width. this shouldn't be an issue since I'm using EA81 rod ends, there's lots of adjustment left (I would assume the EJ rack/rods to be longer/wider). -mounting bracket LOCATIONS. even if they're similar enough to be usable, their location might complicate things thoughts? I am still going to sell my car (if I can). but I also still plan to build another EA82 within a year or so. and this is something I would like to include in the build.

video (impact not included....hopefully that's coming later)

We just got back this morning from running the Gravity Park Rally stages in Chilton, WI. we had an absolutely awesome time, and finished again. The event is held on a motocross track and small circle track next to it, the rally course weaves around the motocross jumps, and on the 3rd to last turn of the first rally, our driver turned a moment too soon, and went over one of the dirt-bike obstacles. 3 large jumps in quick succession (meant to jump off the first, over the second, and land on the third). he went up the first, nosedived into the second, and then again into the third. he was able to drive it out, and finish the rally. and luckily service was close. subframe tweaked, lower radiator support pushed up/back about 6 inches, upper radiator support pushed up a few inches, lower radiator hose kinked. we managed to get things pryed out and the hose trimmed enough that it would work in the 15 minute service window to get it out for the next rally and avoid a DNF. anyway, for the good stuff. here it is in service right before the start of the event. the course was extremely rough, so we cranked the suspension up as far as we dared (about an inch higher than we had it at Nemadji). a Mk V Gti made an appearance. he didn't pass tech on a little technicality, so he just ran as the 0 car. our crew chief finding a good vantage point over the circle track the damage: alfalfa and dandelion death (the road between the circle track and motox track went through an alfalfa field). Earning our "Ziptie Rally" name bent car is bent: at the motel that night. a couple short cell phone video clips. rally 1 http://www.youtube.com/watch?v=r5xRr1BQzoY rally 2 http://www.youtube.com/watch?v=n9m_UQP4O5U I had my DV camera on them when the damage was done. footage should be posted soon

looks like an EJ257 and 6MT :slobber:

it's using the stock upper shock bracket. Ea82s don't have a torsion bar.

EVERYTHING I've heard over the years from various sources (with the exception of post #14 of this thread) say that the pinion shaft must match the center diff. putting 4.111s and 4.444s in an EA D/R case isn't news. but every time I've heard of it, it's been with an EJ VLSD center diff. in fact, I think there were pictures of it not too long ago (but probably saved to the old image gallery....so no longer hosted online) comparing an EA 5MT FT4WD pinion to an EJ 5MT AWD pinion, and the EA one was about 3 inches longer.

not necessarily bad. but defeats the purpose. it drastically limited what little suspension travel there is, and therefore greatly reduce the offroad capability. the only upside would be that you can haul more stuff without squishing the suspension. but you'll still squish the car. it isn't a truck. it won't hold up to hauling real heavy loads for very long.

homework? since you've done yours, what spring rate are those? you may have gotten lucky and gotten a set with a reasonable spring rate, but more than likely, your sidewalls are smoothing out the bumps (I, admittedly, didn't notice that your wagon was lifted......hope you don't do any wheeling that requires full suspension travel.....) I ran generic (said "R1 Racing" on the box....I've not seen anything by that name since) sleeves for about 2 years on my wagon that looked almost identical to the ones you have. 2 were 450 lb/in, and the other 2 were 500. I usually ran the stiffer ones in the rear, but it didn't really make much difference. I ran them on numerous different shock setups, 4-lug, 5-lug, stock subaru rears, monroes, and then on to the miata setup. I finally ditched them when they broke the shock rod on one of my miata shocks. I have been running Ground-Control ones with genuine Eibach springs 250 lb/in in front and 275 in the rear for about a year now. I've been doing nothing but homework over the last couple years trying to find a decent dampening option to go with the springs. finally got an application that works like it should, hope to actually drop the cash on KYB AGXs, so I'll at least have some adjustability. but even then, it'll just be a generic "stiffness" dampening adjustability. a true fully adjustable setup would allow ride height adjustment without effecting spring preload. separate bound and rebound adjustments on the shocks, etc. if you'd done your homework, you would have seen these.....but then, you wouldn't be telling me off. so here are some shots of some of the setups I've experimented with over the last 4 years or so. stock impreza, R1 sleeve, GC8 STi "pink" spring EA82, BE Legacy with this setup, I was constantly bottoming out the stock rear shocks: NA Miata rear, EA82 rear, NA Miata front, BE Legacy rear: R1 sleeve, NA miata rear shock, EA82 upper mount: on the car: too much preload (NB miata front shock with 12" long eibach spring): 12" springs and EA82 shocks (these happen to be Monroes): EA82 rear vs NB Miata front: Ground-control sleeves: mounted on the miata shock in my wagon: 12" eibach springs and KYB GR2s that currently reside in the rear of my XT6: welcome to the site. but be careful who you tell to do their homework EDIT: lol @ the king

generic coilover sleeves are hardly fully adjustable. they're a good option, but really only ideal for slamming a car. most of them are faaaaar to stiff to yield good performance results on anything but a perfectly flat course. and shocks stiff enough to accompany them don't really exist for older subarus.

took it wheelin today. spent almost 8 hours on the trails (not counting the hour for lunch...). just awesome. I never got to wheel all day in the subarus, it was usually 4 hours, and then 4 hours to limp it home after whatever I broke (usually about an hour drive at the speed limit). some pictures from the day, not really any action shots, it was cold and I was driving most of the time....but a few poser shots: aftermath: more: http://s26.photobucket.com/albums/c108/Numbchux/wheeling/open%20house%2009/

yea, the taper washers on the hub studs were a pain when I took apart the parts truck last fall. only a couple of them (total) came out on their own, but I was able to pull all 6 nuts off, and use a hammer to jostle the hub around, and then they came loose enough that I could take the whole assembly out.

'bout sums it up.....looks awesome!

That's an awesome idea!! and....lookie here. I've got extra yota rotors and many subie calipers (even XT6 ones....). once I get my spare axle torn down, maybe I'll mock it all up....

damn close!! what rear disc setup do you think you'll run? that's pretty high on the list of things I want to do to my 4runner.....but there are so many different setups, I really don't know what to go with.

yea, Mark Utecht pretty much dominates in that mustang. it's got a 383 ci motor putting out more than 400rwhp. IIRC, he was like 40 seconds ahead of the next car (the #591 gray GTi got second overall) on each stage he was having problems with wheelspin above 80mph before he put the saleen wing on the back he also runs Firestone Winterforces in-car of Mark's mustang on Stage 2. sound is screwed up....but you get the idea: and yea, the S10 is pretty insane too. looks like it's right out of a BAJA race. no tailgate. remote shock reservoirs mounted on the roll cage.

Well....just had our first event yesterday.... 13 cars total 2 in Open Light (including ours) we beat the other car by a few hundredths every stage (4 total), with less than .1 second difference overall. but we got it. So yea, first in our class, 8th overall. no damage to the car whatsoever. pictures that i took in service: http://s26.photobucket.com/albums/c108/Numbchux/ziptie/Nemadji%201/ others:

it might be.....it looks kinda funny

bought this on Sunday so I can hone my own cylinders (and a ring compressor): some parts NPR piston rings ACL main and rod bearings PCI timing kit GMB new water pump head bolts and an OEM engine gasket set another part showed up last week, it said this on it Monday's progress. bolted the case halves together: rear main seal in oil and water pumps installed. pistons, as well as coolant bridge, and wrist-pin access plugs. once again, not much to do until more parts come. this time waiting on the ported/polished heads with reground cams to arrive from Delta.

been driving it like mad over the last couple weeks. put about 200 miles on it!! goes great. even on the freeway. cruise works, although I didn't use it much above 60, as it downshifts on the slightest of uphill. I was able to only loose a couple mph on the same inclines without downshifting by turning the cruise off. also grabbed a little breather filter for the PCV vent, since I used the turbo intake manifold and N/A plenum...there wasn't a place to plumb it in. also got the ever-important stickers on it!!! got a pair of UFWDA stickers on there too after the pics were taken. couple more pics: you'll notice the "turbo" gauge is calibrated to start reading as the manifold pressure approaches zero. I've seen as many as 4 bars lit up on it, with no turbo

been done many times. many of the local offroaders do a 2-tone on the lower half with bedliner, I intend to do the same on my 4runner. search around the net, pirate, etc. it's not a rare idea.

no kidding!!! I'd rather have it than a new WRX, any day of the week!