Numbchux

not really. just have to get some turbo front axles. everything else is the same.

http://www.ultimatesubaru.org/forum/showthread.php?t=23639&highlight=Quattro+San the links in the first post don't work, but there's a new link later in the thread...

I was just thinking that....maybe even just the right side. judging from the pics you took, it looks like the left side of the case is the same. the biggest thing that would solve, is the clutch/flywheel issue. since D/R and an EJ motor is already do-able.... gearing, for a few models anyway: N/A EA82 D/R 5MT 1st: 3.545 2nd: 1.947 3rd: 1.366 4th: 0.972 5th: 0.780 Axle Ratio: 3.90 Lo Range reduction: 1.592 EA82 turbo FT4WD 5MT (RX or GL/-10) 1st: 3.545 2nd: 2.111 3rd: 1.448 4th: 1.088 5th: 0.871 Axle Ratio: 3.70 Lo Range reduction: 1.196 also, legacy gearing from my '92 FSM FWD 5MT 1: 3.545 2: 1.947 3: 1.366 4: 0.972 5: 0.738 Axles: 3.70 AWD 5MT 1: 3.545 2: 1.947 3: 1.366 4: 0.972 5: 0.783 Axles: 4.111 just found this list...it has some EA81 numbers too http://www.ultimatesubaru.org/80s/mick/gear-ratios.htm and some EJ ratios: http://www.nasioc.com/forums/showthread.php?s=&threadid=181343 I intend to use: EA82 N/A or AWD Legacy 1-4 (same ratios, I'm leaning towards the Legacy ones...assuming they're stronger) FWD Legacy 5th EA82 N/A lo range RX center diff and final drive (the guy who's giving me the RX trannies seems to think a Mazda 323 GTX viscous locking center coupler could be used....he's got one...so I plan on finding out...). This would give me: 1: 3.545 2: 1.947 3: 1.366 4: 0.972 5: 0.738 Final Drive: 3.70 Lo range: 1.592

well, as far as I've been able to tell. there's no advantage of using a forester 5th gear, to using an N/A legacy or EA82 5th. I'm looking for a legacy FWD 5th gear, which is a bit lower still than a legacy AWD one. I'm not sure if they're interchangeable....but I'm going to find out. someone suggested to me that FWD trannies use a small coupler to attach the output shaft to the pinion. and you could actually convert a FWD trans to an AWD trans by pulling that coupler off, and replacing it with a center diff, and the center diff case to go with it. if this is true, I would assume it would be a very safe bet that 5th gear would be swappable, and taller than the forester 5th. you should care about the PT4WD trannies....because you'll need most of their guts to make a sweet tranny out of your FT4WD one

nor did mine... this should answer most of your questions: http://putstuff.putfile.com/38038/1941743 and let me know if you have any other questions, or would like to see any other details in it....I'm dragging my feet to finalize it, and upload it to the school servers.

nice, which intake? 2.2l I assume.... should be a sweet combo!

yep, as far as we know...you have to match the center diff to the pinion. maybe this will help you tell the difference between the tranny output and the pinion gear (I certainly didn't understand until I turned some gears myself...): and they can spin separately, one inside the other. Phiz is suggesting (and he very well could be right...I just don't know) that those are one piece on the PT trannies. since they never spin independent of each other. so you might have to use an XT6 3.90 ring/pinion if you want to get FT4WD with it.

yep, I've heard of a couple people destroying the center doing this, but only after alot of power sliding with more-than-stock power. I was running FWD (locked center and only the front half of the driveshaft...) for months behind my EJ22....no signs of damage yet. and I'll probably be pulling it apart this summer, so we'll see.... I haven't seen anyone do any major damage....but I don't think anyone's put any serious power through it.

yep, it appears that the difficulty in swapping the front axle ratio, is mating the pinion to the center diff section. if you're using an EJ viscous center LSD, than any EJ 5MT axle ratio is possible. which explains Beefaru's 4.11 RX trans...he's got the matching EJ viscous center. here's a pic of Phizinza's hybrid creation, for comparison notice the FT4WD pinion, sticking way out the back of the output shaft. almost the exact same view, with a stock EJ 4.11 pinion: and from straight on, this is the front of the EJ center diff section. on the trans side. if this piece is interchangeable with the PT4WD D/R 'transfer case'. a 3.90, 1.59:1, FT4WD tranny might be pretty easily made. the question there, is if the PT4WD 3.90:1 pinion is the same as the FT4WD 3.70:1 pinion. if someone wants to give me $85, I'll go out to Chesney's auto salvage here in town, and buy a D/R PT4WD trans, and take it apart to see. otherwise...it'll have to wait :-\

well, check out phizinza's swap. it doesn't look too tough at all: http://www.ultimatesubaru.org/forum/showthread.php?t=71100 although he's starting with a D/R EJ trans, but you get the idea. once I get my hands on this RX trans from a buddy of mine, I'll be able to tell more definitely. the biggest problem is the pinion gear. if you look at Phiz's pics, you can see the pinion shaft sticking out a good 6-8" by the looks of it, from the output shaft on the tranny. whereas the EJ pinion that goes with the viscous center diff only sticks out a couple inches. I'm at school now....so no pics yet. it'll be more obvious what I'm talking about once those are up.

on EVERY other subaru related website (NASIOC, RS25, i-club, legacy central....), they say they have a MY04 WRX, meaning a model year 2004. but the Aussies always say that MY is an EA81, regardless of year......

Big ol' Stainless Steel Hose Clamps FTW!!! a parts guy suggested it, and so I tried it, and it worked great! I'll never use anything else again.

that's a SEXY hatch!!

My favorite local private wheeling spot has turned into a party spot. apparently last summer, a buddy left his old full size blazer there for a day (literally, less than 24 hours) because of something trivial (not sure what it was...). anyway, they came back later the next day, and someone had COMPLETELY stripped it. body mangled and thrown in the mud hole, axles and tcase gone, engine and trans destroyed from being dragged around, interior destroyed, etc. etc. SO, it inspired me to clean it up. it's always had a few appliances, and some tires, etc. but not too bad, but when we stopped there over winter break, I realized it had turned into a total dump. so this summer, when me and my buddies are in town from school, we're going to clean it up. It'll be a major project...but I think it'll be worth it!

well, I've got an early legacy 5-speed AWD tranny apart in my basement. which we know the center diff section is interchangeable with the EA82 FT4WD center diff section (as demonstrated by both Beafaru and Phizinza, who have opposite combinations of the 2). my camera is charging now, but I can take some pictures and measurements of it, if that would help. I don't have a n/a PT4WD trans, though...

but isn't the center diff portion of the casing seperate from the rest? I know it is for the EJ trans, and the FT4wd ones. and the bolt pattern for said center diff casing is interchangeable from one to the other.... the question is the pinion gear. will the N/A PT4WD 3.90 pinion gear work with the FT4WD center diff. you may have to switch it for a 3.70 pinion....

they would be somewhat similar. but the ER27 is a much bigger motor. probably weighs more, won't fit in your engine bay (as Skip said...what to do with the radiator), etc. I would (and did...) go with the EJ22. in my experience, it's a more reliable motor. more potential for modification. 200 awhp could be pretty easily done with the stock EJ22 harness (add in a Perfect Power 6 for fuel control). the ER27 is pretty limited in modifications. you could do a complete bottom-up build of it, lower the compression, etc. but you'd still only be able to put a few pounds of boost into it....and you'd have a lower compression ratio as a result. the EJ22 can already take that, and the aftermarket possibilities make much more power possible... the only reason we talked about doing the ER27 swap into my buddies EA82 wagon, was we almost got a donor car for free....

http://www.ultimatesubaru.org/forum/showthread.php?t=63440 more updated info

wow, very cool..... good luck on this!

like what? nothing to it. custom headers and up-pipe to go behind the xmember and axle, (no need for turbo crossmember). TD04 WRX turbo, WRX TMIC, aftermarket boost controller. that's it. stock motor, stock ECU, stock injectors. he added an AFR meter, and he's been pretty close to stoich. He runs an e85 mix to raise his octane, but other than that, nothing fancy. he goes to the dyno at the end of march (same dyno day I'm going to....hopefully), after which, he'll be adding a rising rate fuel pressure regulater, and larger injectors, and turning up the boost even more. his motors got 230k miles on it, 15-20k since the boost. still gets 160psi compression at all four corners. the most important thing to remember here, is he's got a built EJ22t closed deck turbo motor in his garage. he has no intent of allowing this motor to last. his only goal is to blow it into little pieces. BUT, so far, no signs of damage. then there's dave, reddevil, who's got a supercharger on his 90 legacy. he blew a few motors at 7psi or less with a piggy back ECU for fuel control once he started using the Nitrous.

yea...but 2.2l vs 2.5l. you might find problems there. it'll probably be able to compensate for the different amount of air/fuel needed...but I'm not sure.

I just realized I've got a Subaru Part number Quick reference guide that's good up until 2004.... so.....these are all for imprezas -6/98 EJ25, DOHC: 11044AA471 7/98+, SOHC: ...521 EJ251, Vins 200009-200303: ...521 EJ251, Vins 200304+: ...631 EJ257: ...641 2003 Forester EJ255 (FXT): ...641 so. it appears that the SOA part numbers are not the same for the STi motor and any other pre 2004 2.5l. but Cometic ones might be. and I also don't have the part numbers for the '06 2.5l in the WRX, but since the FXT uses the same as the STI, I would assume the same is true. and just because they have different part numbers, doesn't meant they're not interchangeable....but it is interesting to campare

as in....brake drum? yep, the 'axle' nut is all that holds it on (I know...I had the nut fall off while I was driving....). get a rubber mallet, and go to town on it. or a regular maul. just need to shake it loose. if it's really tough, you may need a big puller. I've never had to on a subaru, but we have on other cars (caravan, Jettas, etc.)

my donor car had 230k on it. I've put almost 20k on it since then....still runs like a top. 160psi compression at all 4 corners. PP6 and boost to come this summer.... they're bullet-proof. if they haven't been over-heated or run out of oil, that is.

says who? I've got a buddy running 10psi through his EJ22E, with no aftermarket management. he's put about 15k miles on it since then, and it runs as good as it ever did. dyno in a month or so.... I intend to push about 6-7psi through mine this summer.... sweet swap. can't wait to see it finished!