Numbchux

I just found this on legacy central... http://www.graphics.cornell.edu/~v/b10scan/ way cool!

I've seen some goofy under-hood duct work to get air to an IC without having a scoop, and always heard bad things afterwards. you could see about getting a small FMIC to mount where the A/C condensor goes that might look stockish....

the different engine code is a pretty dead giveaway. EJ stuff is interchangeable between other EJ engines btw, SOHC EJ engines have the spark plugs in virtually the exact same place as the EA's.

that would be true, were the 1-5 gears the same. unfortunately, the EA82t trannies (not just the RX D/R versions) got such low gears, that despite the substantially taller axle ratio, they still turn noticeably higher rpms in 5th. hard to say whether the mileage would change. as lower rpm does not directly translate to higher mileage. BUT, you'd definitely see lower rpm with N/A gears (IMHO the XT6 trans would be the perfect bolt-in solution. same 1-5 gears as the 4.111, but with a 3.9 axle ratio, still has the fully lockable center diff, and won't require driveshaft or linkage modifications to work.)

what size tires are you running? stock WRX (205/55)? you should also trim the rear spindles so you can get the center caps on the rear wheels! but looks awesome. great to see another successful Franken EA82

I don't have a pic, but I have the parts...why? that's the one part that doesn't get used in an EA82 application

yea, that's about right. it's pretty close. that was my original idea, which is why I bought those. but I found out it's not a very close fit, and the aftermarket selection is only slightly better than the EA82 stuff (couple jdm sti things, and tein coilovers....), which is why I kept searching. but yes, the BE/BH legacy stuff could be used about as easily as the miata stuff. BUT!!! WJM just sent me a pm about this. apparently he's tried this. BE legacy stuff with a custom solid upper mount. and it became apparent that the top of the shock needs to pivot some. and by removing that rubber bushing, you're making the shock rod flex. soooo.....any ideas how to allow for some pivot there, without using the bushing. I was thinking just slot the 2 holes where the upper mount attaches to the car, so it can all be angled a bit towards the front. it wouldn't eliminate the problem entirely, but it would lessen it.

can.....open.....worms........EVERYWHERE!!!! yes, sti DCCD (driver controlled center diff) would be sweet. BUT, 6MT internals are not interchangeable with 5MT stuff. 6MT rear axle ratio is 3.9, and I believe the transfer gear makes the front a 3.545 or something like that. and the stock DCCD controller needs the STi harness in it's entirety to work, or you'll be buying an aftermarket one. the cost of using a DCCD is on a different planet than having a 4.444 EA pinion gear

1. either engine will work. a phase I, OBD I EJ22e would be the simplest, and probably cheapest (you could get an entire donor car, so you know the condition of the engine before messing with it.....for less than a grand, today. give it some time, 2-300). but a 2.5 would be nice too. beware the DOHC version......head gasket issues. I would not go turbo. extra complexity/sacrificed torque curve = lame for a lifted rig. 2. I know nothing about a 5MT DR swap into an EA81. but I know there are lots of threads about it. probably in the USRM as well. yes, it'll hold the power, as long as you're not wailing on it (WOT clutch dumps, RWD drifting, etc. etc......be smart, some people can kill WRX trannies with stock power) 3. I don't have any pugs.....sorry. but if you need some 13" steelies. I've got a couple dozen...... 4. good choice. the genuine BFG's are a little on the spendy side. but nice tires. I'd also call that the limit of the largest tire to easily run on <6" lift. those calculate to 28.8" tall. 5. you're options are custom, ozified, or SJR. EA81s have a tougher suspension design, but I still firmly believe that both companies make high quality kits (blocks won't collapse or bend). But the BYB one sacrifices some strength in design to accommodate installation ease and cost, while the SJR one is a bit more spendy, but a much tougher design. 6. SJR, and rguyver: http://www.ultimatesubaru.org/forum/showthread.php?t=77490 I should edit the write-up 7. the linkage needs to be lengthened. AFAIK it's not too difficult. the BYB kit will come with one pre-lengthened. SJR might be able to do it for you, but it's not included. 8. again, something the BYB kit will come with, but you'll have to source elsewhere otherwise. I'm 95% sure (it's been a year since I helped install my buddies EA81 kit), that the only one that needs lengthening is the line that goes from the body to the rear trailing arms. you might be able to just make a short extension from hardlines..... 9. you'll have to be creative about the linkage. it's real close to reaching, but not quite. although if you're swapping to an EA82 5MT, it might work fine (did on both my EA82s.....but the EA81 kits I've worked with both required some bending) 10. again, something I don't remember from the EA81 kits. I don't think we had to mess with them.....with my EA82 kits, I just had to shorten the lower one. 11. should all reach, most of them run horizontally, so the overall length difference is pretty small. you may have to re-route the speedo cable under the pitch stopper....but other than that. 12. the pitch stopper. should be lengthened. again, pretty sure the BYB kit comes with a longer one. pretty much anybody who owns a welder could do it. I've run a couple cars without one without any noticeable negative effects. the answers to almost all of your questions are already posted. most of them either in the offroad FAQ, or in the USRM. I should've just told you to use the search function.....but I'm bored and can't sleep.....

2WD EA82s sit lower in the rear because the bracket where the bottom of the shock mounts to the trailing arm is mounted 2" lower. no easy way to get that ride height and keep 4WD.

not a big deal. but the question comes up in the offroad forum every couple months "I heard you could use 4.111 axle gears in a D/R tranny!". so I just wanted to clear it up ASAP. Sushi...I've never even heard of Atlas. I'll ask a couple of the local guys. maybe Morgan's dealt with them.

yep, the XT6 trans uses the same spline count as the FT4WD 4-cyl trannies it is a pretty minor change. no way would I put lower gears in a turbo EA82 trans. the 1-5 gears are already rediculously low. but the XT6 version got the same taller 1-5 gears and shorter axle ratio as a PT4WD EA82 trans, but with a FT4WD center oh man. more misleading info. 4.111 and 4.444 axle ratios are not possible unless using an EJ AWD center diff. front diff and ring gear are interchangeable. but the pinion is not.

yea, the EJ D/R trans isn't all that special. only difference is the bell housing. you could make an identical trans with an EA bellhousing by combining the front half of the case, low range and 1-R-2 gearset from an RX trans with the 3-5 gearset, center diff/housing, and front diff (pinion and ring gear aswell) from an EJ one. that would get you the lower axle ratio, and you could put the 1.59:1 low range gearset in there aswell (although you'd probably have to modify the ring gear to clear the low range gears), but you'd lose the locking center diff.

the driven shaft and pinion shaft are one piece on a PT4WD trans, and 2 pieces (one inside the other) on a FT4WD one. so no, not interchangeable. XT6s, however, got a 3.9:1 FT4WD trannies. you could use the pinion gear out of one of them (or the whole trans...). rear axles are identical either way. so an EA82 3.7:1 rear diff is a direct swap with a 3.9:1 one.

continued working on the fluid replacement in the struts.... the hole is very shallow, so in order to cut threads, I had to cut the tip off of the tap: but managed to get some nice threads cut anyway: they don't quite seal, so I'm probably going to have to use some teflon tape or something.....but got fluid in 2 of them, and started on a 3rd....

an ER27 swap is similar power to an EJ22. but much more work (physically bigger engine), and still has the crappy 2 tbelts that make the EA82 a POS.

well....in the interest of continuing to help my fellow USMB'ers out.....MORE PICTURES: a 7/8" hole saw, drill, and air grinder, and I did this: (the cable isn't attached to anything on the other end, so it isn't sitting quite how it will. and has to come back out. but you get the idea)

a question also answered in the write-up.

it's extremely common on big power new-gen guys (I can think of 4 local cars putting 400awhp+ running blow through). BUT, the only point is so you can run a BOV instead of a BPV. which, at anything less than about 20psi, means nothing but a loud "pssshhhh" sound when you let off the throttle. zero performance gains whatsoever.

yep, that's mentioned in the write-up. you'll need a different throwout bearing to run the EA81 trans with the EA82 clutch kit, but other than that, no problem.

as mentioned, the early ABS systems don't work terribly well.... it would be quite difficult. but not impossible. 5 lug swap using legacy front stuff would make the front end quite simple. but the rear would still be very complex. you'd probably have to put the EJ backing plates on for mounting the sensor. and find a way to mount the tone wheel to the XT6 hub. then replumb all the hardlines to the abs pump. probably have to swap the master cylinder. and then wire it all. which would probably be almost as big a job as the engine control wiring. I'm going out of my way to disable it on my '94 LGT. it comes on when it shouldn't, and when you're in really nasty situations, you just lock up all 4 wheels, and the car just assumes you're stopped (newer systems can tell if the wheels stop unnaturally fast, and therefore know that you're not stopped). IMHO, good tires are a much more reliable way to insure stopping ability then ABS.

they're virtually the same. the XT6 version is a bit lighter, and therefore preferable for street use. but yes, the clutch kits are interchangeable.

it is stickied in the retrofitting section. and it is in the USRM. and yes, I compiled it... it's an awesome start. the wiring will be a bit different, and more complicated (but not impossible). mounting the WRX trans will be the same as any other EJ-series one, but using a hydraulic clutch would be near impossible in an EA82.

that's the way to do it. you will see power gains. and it is pretty straightforward. swap the 1.8 intake mani on the 2.2 shortblock and heads, and install as normal.

went cruisin around town looking for cool places to take pictures.....and really only got one worth showing: then came home and started drilling more holes in the driveshaft tunnel (buddy brought the ebrake cable bracket to me yesterday...): and I also got some aluminum chassis reinforcement pieces. these are fender braces for a GC impreza. I'm going to find a way to mount them up on the loyale oh yea, and the brakes are amazing!!