Numbchux

haha, street beat. that's where one of our members (wow....can't even remember his name now. been so long since I've seen him around) got the ragtop he had in his lifted wagon. anyway. $1k is a pretty darn good price for a setup like you're talking, and I HIGHLY doubt that ones strong enough to hold up to more than a few minutes of rally abuse. although I don't see that big airbag fitting in the rear wheel well of a brat.... also, the shocks have nothing to do with ride height in the back. it's all in the torsion bars. you could add a helper of some sort, but something designed to hold up the weight of a car is going to be far too stiff in addition to the torsion bar.

well, the Rough-Country equivalent shocks we put in my buddies 4" lifted brat where for a 2-3" lifted Jeep TJ Wrangler. so look for some that fit that application.

I see you're in North Carolina. I believe there are a few members out your way. dropping another stock motor in there would probably be a pretty quick job. having worked on them for years, I could probably have it running in a couple hours. somebody without EA82-specific experience but decent mechanical ability could do it in a day pretty easily. and getting hold of a running used one (don't be too afraid of the mileage, they're fairly tough. 200k+ isn't too hard. also, if you do the swap and it sounds like hell when you first start it up. don't fret, the hydraulic lash adjuster take some time to work fully, so you'll get some crazy valvetrain noise until it's been running for awhile) for a few hundred bucks wouldn't be that hard. if you're looking for a fun, reliable car that's going to get great mileage. an EJ22 swap is an awesome option. I did a swap into an '86 wagon last summer, part-time 4WD, and it's trip back to Michigan, it got 32mpg. 135 hp, and worlds more reliable than the stock EA82. it's not a terribly hard or expensive swap, in the grand scheme of things. but it will take up some time and some spare income. so if you're looking for a quick, cheap turnaround, it's not a great option.

they do use the larger 5x114.3 lug pattern (compared to your 5x100 on your legacy). so I suspect they use the same (or similar) knuckles as the '05+ STis (which are also 5x114.3). which I know is not compatible with 5x100 stuff. also, I don't remember. does the tribeca use struts in the back? or multilink and coilover shocks like the legacies and '08+ imps. if it's the multilink, then the rears will definitely not work, in any way, at all long story short, maybe. but there are so many other options that will work much better. what are you looking to do with your car? lift it?

it is one piece with the antenna itself. but it's not very hard to replace. I pulled one from a junkyard in about 10 minutes, and swapped them out into the '86 I had this last summer in about 25. pull off the a-pillar trim. pull off the little sticker. use a deep 8mm socket (I had to buy this just for this project....ugh) to disconnect the antenna itself from the car. then carefully pull the wire out (or not so carefully when removing the old, already broken one). the only hard part of re-installation is getting it to pop out the little hole at the base of the a-pillar. the stock wire goes down under the carpet in the footwell. but if you re-route it through the bottom of the dash, you can get plenty of length for an aftermarket deck (I've done this on all my EA82).

diesel is a very close cousin to the EZ and EJ motors. sharing the same bellhousing, same basic layout. and the timing chain setup is very similar to the one used on the EZs. yea...it's only a matter of time before they make some serious changes. yea, framed windows......no more #@$%ing wind noise! but they're still subaru at heart. still interchangeable parts, still the same wonderful symmetrical AWD.

all the current USDM subarus still use EJ-series engines (or EZs....which are very similar). and all the info I've seen about the new Toybaru coupe looks like it's still got an EJ engine and suspension very closely based on the current impreza's. still VERY similar to the 1989 Legacies.

yea, my wagon is the same way. every spring I work on a few cosmetic rust spots, and they hold up great all summer. drive the wagon one day in the salty roads....and they're all back.

one of my 200SX rears is the same way. ebrake doesn't work, and piston doesn't thread back in. so I'm guessing the piston is stripped. if you find a way around it, let me know. I tried some pressure from a c-clamp AND rotating it. still no luck.

this project excites me :slobber:

AFAIK, an SVX diff carrier is identical to a t-leg VLSD. EXCEPT it's smaller to accommodate the taller gear ratio. the local yard here in Duluth has 3 SVXs, and 2 t-legs. all 3 SVXs have the rear diff, neither of the tlegs do. having not compared them, I'm not sure. BUT, having seen both, there's a possibility that tleg stubs might work with an SVX carrier, as they look to be very similar splines.

meh, I haven't seen kennedy's manual. but from the info on the site, it sounds like it's just a glorified FSM engine electrical diagram. my write-up (about time for a revision....), '90-'94 legacy (ideal donor) engine wiring FSM pages, and some EA82 FSM pdfs linked here: http://www.numbchuxconversions.com/downloads.htm http://www.sjrlift.com is the place to go for adapter plates. wiring harness and flywheel both can be done yourself if you want, or you could pay to have them modified. yes, buy a whole donor car. first gen legacies/early imprezas can be had for cheap. then you know more about the condition/history of the engine, and you know you have everything you'll need (I pieced together a swap....and wound up making a last-minute junkyard run for an ignitor....DOH. thank goodness the local yard had one!)

worst post ever. since RX and tleg diffs are so easy to find and a dime a dozen, why don't you just mail me a few. also, I've done a couple of them, takes more than 10 minutes. even with the right tools. I, too, will be trying this in the spring. since my XT6 is a 3.7, I have to find a donor that's that or taller, which means SVX is the only EJ LSD that will work. I also know a guy parting out an SVX and will be trading my wiring labor for the diff and a few other parts. I've got an extra set of XT6 axles, and the SVX axles. I'm thinking there might be a set of rockford conversion races involved, but we'll see.

well, my 92 will look a little different.... I had to experiment to find the high-pressure line on the '86. jumpered the pump to come on, and had a buddy watch to see where it came out (IIRC it was the one down on the frame rail). that goes in the driver's side fuel rail on the EJ22 (don't forget a good FI-grade filter, my ej22 came with one, so that was easy). than the line fro the passenger side fuel rail and pressure regulator goes to the other line with decent hose clamps. and the third is the vent, and should be hooked up to the carbon canister.

also....gif slideshow of one corner:

carnage:

should've pulled the sway bar while you were in there.

more:

not really. the OBD II uses slightly more wires, and a couple extra sensors (MAP and some solenoid on the passenger strut tower...), and WILL NOT work correctly without a VSS. but the way the harness is laid out, it's much easier to install.

couple more good shots of the '6:

for those concerned about install of a wiring harness. here's the page of info I send out with a stripped harness. http://www.numbchuxconversions.com/Files/Harness%20info.pdf

rats nest? ha. finished OBD II harness ready to be installed: as much dash disassembly that was required. using a hole saw to cut a hole in the firewall for the wiring: engine installed (AND wired. and it only got cleaner!!)

there's approximately nothing made for the brat performance-wise. GR2s are the only thing that are stiffer than stock. and those are not adjustable. and the front strut design is unique enough, I doubt you'll find anything that'll work up there very easily. not to say it can't be done. just that I don't think it has, and it won't be easy.

clear your pm box.

^ditto. both the swaps I've done, I've mounted the ECU to the steering column.