calebz

IIRC, he used springs marketed for a legacy.

Yes Bellhousing patterns are the same... Watch for clutch differences and such like that though. I'm not all brushed up on my EJ info, so someone else will have to give you more specifics.

Holy resurrection Batman! Its the mysterious 5 1/2 year old thread monster!!

I don't have the EJ22 here to check any more( don't have the shop any more for that matter) But I can measure the fram rails for you The +T conversion is when you take a 9.8:1 volvo b230 longblock and slap all the 8.5:1 b230 turbo turbo crap on it Motor designations N/A 2.3 B230F Turbo 2.3 B230FT Mine B230F +T

2WD XT6 struts in front 4WD EA82 struts in the rear Spring were listed as being for an 02-04 WRX 4 inches of adjustment 350 pounds rear 450 pounds front IIRC, they were 8 inches long without the collars.

Without more info, I would guess either coil or the ignitor module (inside the distributor) may have crapped out.. I have had both happen on my 87 and they produced similar symptoms to what you describe.

Given proper airflow, the 900 IC is a great choice for stock or slightly raised boost applications. I have run those ICs at 20+ PSI and had them not only not blow apart, but still work somewhat effectively. (disclaimer.. 20+psi is reserved for the blackstone ICs with the aluminum endtanks.. The rest with plastic endtanks, exceed 15psi at your own risk )

Max pressure on the stock pump for 87+ turbo cars is 71-72psi.. Should be interesting to see what a 95 psi pump will do with the RRFPR, but I don't realistically see how there can be much improvement with the stock injectors as they are rated for a certain pressure and the stock ECU sets the pulse width. The stock ECU has no function for monitoring pressure.. Only thing I can think of if you are getting any sort of performance upgrade out of the RRFPR and pump, is that you're overpowering the injectors (fun stuff, watch for blown seals) Definitely a step in the right direction.. Better pump and FPR, .. even if its just a little should be good for maybe up to 230cc ( ?) injectors and corresponding boost

Its not that we as a whole are particularily sensitive. It would be more appropriate to say that not all of us spend every waking moment on the board *GASP*. Amazingly enough there are occasions when there is not much activity and a post that was made a whole hour ago may not have come to the knowledgable fruition that we all hope for when posting a thread. Following your original post up with things like Will do nothing but irritate the people that would otherwise help you. We are. That does not mean however, that we are sitting here eagerly awaiting new thread so we can race each other in an effort to answer them, Nor do we need fires under our collective hide. Most of us have spouses and jobs that we can turn to if we are dying for someone to indulge our need for nagging. Glad you got it figured out. Perhaps some of the responses will help you in future basic message board interactions.

Yup .. They offered it back me for what they determined a wrecking yard would give them. So, $2500 total ($2400 for the car plus the $100 taxi ride home- seattle to puyallup).. but be prepared to fight for it their first offer IIRC was somewhere around $8-900. $25 buy back .. I had just put pugs with new tires on about 2 weeks prior to the accident. BTW, NorthWet.. My old wagon came from bremerton;)

86 Turbo 5 speed - 3.70 and 25 spline axles 88 SPFI (N/A) 5 Speed - 3.90 and 23 spline axles

Myy 88 T wagon was totaled for less damage than what you describe. Got about $2400 from insurance. Bought it back for $25

Actually, quite the opposite. The size of the exhaust pipe (uppipe) going to the inlet makes probably the biggest difference in turbo spool times. A smaller diameter pipe forces higher exhaust velocity/quicker pulses, which results in quicker spool up. If that pipe is too large, the exhaust pulses can not build the speeds then require to spool the turbo effectively. As far as lag from larger intercoolers, you gotta have a friggin huge intercooler coupled with a itty bitty turbo before that will really become a factor in spool times.

More boost, bigger exhaust, bigger turbo. Search the board here and in the retrofitting forum for specifics on members upgrades.

Your axles will hate you as well

If it has a FT4WD 5 speed, chances are good it has an LSD, regardless of model Otherwise, almost no chance.

Heres my old setup. The BPV plumbing is similar to the one above http://usmb.net/albums/albuo11/picture_001.jpg

1- Vacuum lines - about $.50/ft at an auto parts store 2- Idiot lights - Alternator 3- Pulsating lights - Alternator 4- temp gauge - you have an 87+ didgidash? I had the same trouble.. its a ground problem.. I ran some extra grounds under the hood and it went away. I still don't trust it, so I installed an aftermarket gauge in my pillar pod.

Looks good brian Only recommendation I would make is to try to move it forward a bit so that when you get a scoop it sits more squarely in the airflow path

Some info about your intended application would be helpful.. My crystal ball doesn't seem to be functioning at the moment.

http://www.ultimatesubaru.org/80s/wheels2/wheels.html

INteresting that you should bring this up. When I had the B230 out of my 740 during my +T conversion, I actually picked up an EJ22 off the shop floor just for the hell of it and set it under the hood of the volvo.. I was curious about the fitment. It appeared to be a decent fit, but the mounts looked as though they would be a bit forward of the volvo xmember if one were to use an EJ tranny. That would make for some interesting axle angles.

THere is a guy here that has done it.. Haven't seen him around in a long time though.. For the life of me I can't remember his name

Hey skipper. Any chance of setting one of those up for a TDo4 for me?

Apparently thats how the parts books list the EA82 L series cars.