matt167

You can just ring and bearing a good engine. I even considered it with my car. Ring and bearing kit for a 2.5 is in the realm of $350. Some even include gaskets for that. It would be a lot for a novice though. Case has to come apart several times for checking clearances. Not like pulling main caps on a normal engine

I would use a JDM 4.44 turbo trans. They are really cheap and match your auto rear diff. You just need the manual parts from a Baja legacy or outback from 2000-2004. The 1999 imp would have a 3.90 ratio unless it was from a 2.5rs. Its not worth the effort in itself just because you have that trans. Use one worth it

I would use a JDM 4.44 turbo trans. They are really cheap and match your auto rear diff. You just need the manual parts from a Baja legacy or outback from 2000-2004. The 1999 imp would have a 3.90 ratio unless it was from a 2.5rs. Its not worth the effort in itself just because you have that trans. Use one worth it

one side should read at the full mark. other side will be at notch if it is 'full'. If one side reads over the notch and the other side is at the notch, than it is 1/2 quart over.. Keep in mind, 1/2 quart over is not alarming. Most lube shops don't know how to read a Subaru dipstick and fill it to the notch.. Also the Subaru dipstick is only accurate with the car very close to level

Thanks, that's what I thought. I have an OBD Link SX II which uses the same hardware as the Vag-com/ kkl but also has a microprocessor to switch protocols for use in multiple vehicles. I can't make it work with Freessm. Freessm detects the cable but won't work with it I want Freessm for the force testing capabilities. My OBD Link SX has live data and data logging. Not as good as Romraider though

Instead of a distributor, you could also just use something like a Microsquirt to control the coil pack. It would only need a couple inputs to get it to work Also, a new intake would be best for a boat engine. Subaru runners are really long which is ok when all they flow is air, but when they have to carry the fuel too, port velocity of the fuel will be crap at lower RPM so your torqe and hp will suffer. Your jet can't simply change gears to get it out of the hole like a car... I would run twin Solex or EMPI copy 34 pict-3 carbs for a volkswagen Type 1 AC. One on each side. Only connect the sides to eachother with a small tube to balance the pressures side to side.

Local to me machine shop does them for $20 a head. He used to work out of the back of a Napa but now works out of an AG shop

I know that common Audi/ VW Vag- Com 409.1 cables are reported to work with Subaru Freessm and things like Romraider.. But which chipset cable is it? I know there is like 3 and 2 of them are FTDI chips. Cables seem to be right around $10 for either. Does it even matter?

Since the repair is getting done by Subaru, they do things their own way.. they don't use gaskets the parts books say won't fit, they won't machine heads unless they are not within spec. ect.. As to the Turbo gaskets. Subaru developed a new gasket for the N/A that was in full use by 2009 IIRC. That gasket is what they would use.. The Turbo gasket will fit and work, but it does not match the specs required by manufacture so really it won't fit 'correctly'.. Turbo gasket is thicker which does effect the internal dimensions of the engine ( compression ratio, quench ect... ) It won't have any noticible effect on drivability but Subaru can't say that it is 'correct'.

Should be able to get it out of gear with the engine off as long as cars not on an incline IF it's a clutch issue.. If it's jammed in gear regardless, it's a shift fork issue most likely. Either that or the trans/ syncros have failed somehow internallly. More than likely, shift fork issue. Probably cought in 2 gears at the same time due to a bent or broken fork. IIRC a Subaru 5spd trans has 3 forks

All the way up to at least 2016 ( 2017 Impreza is new ), base model Impreza's use steel 15" wheels with 195/65/15" and the 195/65/15 is actually .10" bigger in diamater than a 205/55/16. I thought Legacy had a different offset but if Subaru says they are the same, then they will work. Outback/ Forester are 48mm just an FYI

If they reused the tensioner, it could have blown from compressing too quickly= knock knock tensioner

Any Impreza wheel 15" plus size will work. A few 'special' models like the RS had a different offset ( 53mm ) but would still work. 'Standard' Impreza wheels are all 55mm. You could get a 15" and run 195/65/15 ( OEM 15" size ) or 205/55/16 ( OEM 16" ). Some premium models had 17" but they are still 55mm

FWIW, The STI crank is nothing special. Just an EJ25 crank. All Subaru crankshafts are forged, and otherwise the same. EJ255/257 rods are shorter than N/A rods.. I'm not sure on the length of the EJ25D rods but, the rods are 48mm. you could offset grind a phase 2 crank to use the 25d rods and get some displacement, but not much You can go to 9:1 compression without much thought. You just need to adjust timing retard. JDM 205's are 9:1. They have better fuel but they still live on US gas, and your TD04 is probably pooched by now so your getting late boost.

Yes. You will destroy clock spring

For the most part, the Forester wiring parts will be close enough if not the same as Impreza wagon aside from the dash cluster wiring which is the same connectors pinned differently.. If you use a 1999-2002 phase II/ JECS ECU, your harness needs to match that. EJ25D electronics will run on it EXCEPT the idle air control which works different than the earlier EJ25D.. SOHC heads would make everthing plug and play The phase II block came in late 1998. A very few 1998's got them since it was just before the model year switch. It could be a swapped car also.

The 20 ton goes on sale for not much more than that. I did opt for the 12 ton, but it's still in the boxes

You'll have to adapt the EJ25D throttle body and your going to have an issue with idle control but it should work well enough as long as your willing to tune it. You can use the harness/ dash for a 1999-2002 Forester. 1999 HAS to come from a SOHC.. Essentially an RS from 1999-2001 shares the same stuff as a Forester from same years... Clusters/ pinouts ARE different but they can be re pinned easilly if you have to have the Impreza cluster. But stock clusters look very much the same anyway.

It would actually be EJ223 if MAF Impreza IIRC. You can get the EJ253 ( early 253 not same as late 253 ) MAF based from a 1999 Forester.. The MAP based cars would be workable but they act in a more confined tune.

1999 ecu I would say. It is now tunable thanks to project lambda. Its MAF based which is better for various reasons.. You can go 2000-2001 for the MAP engine which would be ok too. Can come from a 1999-2002 forester also. Map vs maf follows same years in them. Grab whole dash while your at it if you end up with a 1993-1995 I would use project lambda to add some timing, and fuel. But it does other cool things now too

No Subaru Impreza has been FWD since the mid 1990's.

dbl post

The intake, block and heads are not 'better'. Up until 2005 they are virtually the same minus different pistons and such. After 2006 came the AVLS.. And actually it's well known, they have weaker pistons than the earlier engines. So if you go with the 2005+ electronics, your going to deal with the more complicated systems for essentially no reason if you plan not to use AVLS Your banking on stuff that just isn't going to work out.. An engine is going to cost $1-1.5K for something good you can trust. The only dash that fits right is the GC or SF specific dashes. others might bolt up, but they won't 'fit'.. You can put a GD cluster in a GC with some work

Something that you need to understand.. The Impreza was the same from it's introduction in 1993 until the GD chassis came out in 2002 ( For USDM, other markets 2001 ).. A face lift happened in 1997 and a new dash/ interior happened for 1998. Minor changes other than that.. The minor weight changes are literally nothing, because absolutely nothing changed within the car itself that can't be simply swapped. You want cheap which suggests buy as much as you can use with the car itself to meet your goals. You do want a coupe if you want the lightest BUT, Coupes are not cheap or easy to find.. I did give reference to EJ25's which Impreza's would not have if stock. But they would have EJ222's or EJ223 in that year range. Still the same MAF VS MAP arrangement and JECS ECU's that can be tuned now.. Just swap in a phase II EJ25 with the original intake manifold. AVCS/AVLS did not come to the USA N/A cars until 2006 model year IIRC, and by 2005 all Subaru's were drive by wire, which is where the gas pedal is a potentiometer, there is no cable.. Also, the N/A USDM AVLS system was for emissions, not HP or MPG.. JDM had an EJ204 which was a DOHC 11:1 compression 2.0L screamer that produces 190hp in stock trim. It has AVCS. It is the only 4cyl N/A swap worth doing IMO... Yes it runs high octane fuel only but you need compression/ octane to get HP out of a small displacement.. High compression, or forced induction does it easier but both work by compression increse

Find a 1999-2001. Will have an EJ251 ( 2000-2001 ) or early EJ253 ( 1999- few early 2000 ).. The real 'hot ticket' would be the 1999 MAF EJ253. Makes later turbocharging easier Then look up Project Lambda for recently released JECS ECU tuning options. The AVCS brought drive by wire, so it's a whole nother ballgame. And nobody supports tuning the N/A 2005+ anymore. Your on your own with romraider anyway