Dr. RX

Emily, the engine harness may be the same, but the ECU is not the same (different part numbers), the body harness is different. How do I know this, I just converted my 96 EJ18 powered Impreza to a JDM WRX EJ20G, in doing so I reseached everything and noticed the difference in the harnesses. My research showed that the JDM Impreza and the USDM EJ22 powered Impreza had harnesses that were similar, but my EJ18 powered Impreza had different type connectors between the different harnesses. I have the FSMs for the Imprezas (93 through 97) and they show two different wiring scematics, one for the EJ18 , and one for the EJ22. I'm not saying it can't be done, but I'm saying that it is not a simple bolt up conversion. I'm sure the you could even get an EJ22 to run with an EJ18 ECU, but it would be at 100%. If I hadn't have done all my research I wouldn't have said anything.

I wonder how I missed this posting. Looking at the ages of those who list them, it appears that I was running my turbo cars before most of you were born. Back in the good old days when nobody knew anything about turbocharging, we did a lot of weird things. My 57 Chevy had several engines in it, one was a dual quad, dual turbo'd 283, each carb had it's own turbo run off of one of the sides. The turbo blew directly into the carbs. At first it worked really well, but since we didn't know about having to seal the carbs, after awhile (a very short while) the pressurized carbs were leaking everywhere. The next setup was to use Hilborn injection, but again, the butterfly linkage was not sealed (pressurized) so there was blow by there to. I finally settled on a 327 with the Hilborn injection, and no turbos. But that didn't stop me from experimenting with turbos. Skip is right, the Corvairs had a carb turbo set up, and there were a few others, but they were limited productions since no one had really figured out who to get a turbo to work efficiently back then.

Nope, it's not, for some reason Subaru made a lot of differences between the EJ18 powered Imprezas and the EJ22 powered ones. The wiring harness is totally different, although most of the functions are the same, the way the harness connects from the front harness to the body harness is different. Also the pin out of the EJ22 ECU is different then that of the EJ18. With all that said, it might be possible to just to use the Legacy front and engine wiring harness and splice the dash harness into that one. Like I said, alot of the sensors are the same, but the way they connect to the harness is different. Personally if I were going to go throught the hassle, I'd install a JDM EJ20G out of an early WRX, that would actually be easier, but not as cheap.

Sorry to differ with you, but I'm talking from experience here. In the beginning, when everything is new, yes, I'd agree that there is plenty of room at the bottom of the hole, but I'll bet it is less then a 1/4 of an inch, and the bolts can easily stretch that far and more over a period of time.

Yea, I knew that they had them for the EJ series engines, but we are talking about the EA82 series here and they didn't have them for those engines.

Utah, Colorado, whatever, they are both not Oregon, and both in the mountains.

I think this guy is out of Colorado, I talked with him and I'm sure that is where he said he was from.

You have to understand why studs are better then bolts. When bolts stretch, they get longer, and by getting longer, they will bottom out. When they bottom out, they will show the correct torque value, but they will not be applying the clamping force needed where it counts. Studs stretch too, but they stretch away from the head, so it is the nut and washer that is applying the clamping force, and as long as there are threads below the surface of the hole where to stud come through, the nut will apply the correct force. Now, the next thing, are there studs available for the Subaru EA82 series engines? Another thing to consider, once you have installed studs, it will mean that you will have to pull the engine if you ever need to replace a head.

OOOOOOOOooooooo, secret stufff!!!!

Here is a good place, it's in Lynnwood, it might be the palce NorthWet is talking about, http://www.foreignenginesinc.com/ .

Guess I missed that, but I just noticed that they don't mention the GL-10 stuff, My GL-10 Sedan has a rear sway bar, so do the GL-10 wagons that I have seen. The GL-10 would also have the air ride system like the XTs.

Nice charts. Wonder why it doesn't show the wagon data.

I'm at work, I'll have to check it out when I get home tonight. I'm not sure what you are looking for, but with your wagon, I think the extra weight will negate any advantage that these would have in a sedan.

Yea, but do they do Subaru head gasket?? Last time I checked the answer was no.

He did, here is a site, http://www.headgasket.com/whoweare.html . I made contact with this guy a few years ago, I think he still has the digital data that Skip created for him. There is no sealant needed with copper head gaskets, but if you feel you need one, Permatex makes a copper based head gasket sealer, that one should work fine.

I won't be getting a tree, but I might come along for the fun. Hopefully I'll have my spacers by then, it's been 3 weeks so far.

Is it really a tow hook??? I know a lot of people think those loops under the cars are tow hooks, most of them are there as tie down locations for shipping the cars to the USA aboard ships. They do make great tow hooks though.

Not for that short of period.

And where did you get these parts?? Some general auto parts store or a Subaru dealer. It sounds like you got the gaskets (note spelling) for an EA82, they are very similar looking, but the spacing is different.

Well, I actually broke a valve in an EA82T, what happened was that the hydraulic valve lash collapsed, the cam follower moved slightly cause the valve spring to be compressed and not the valve, this cause the keepers to fall out and the valve just fell into the piston. Fortunately, the valve head snapped off and wedged itself back into the intake port where it used to function. I was about a 100 yards from my house and going down hill, so I coasted the rest of the way home. I have a new valve seat installed, used a valve from a spare head, and I was back in business. A side note on the model year thing, I once owned an 81 BMW 735i, but because it was a grey market car, it was titled as an 80 since that law stated that the date of manufacture was used in that case, and since it was built 10/80, it was considered an 1980 BMW 735i. This could be that same case with this car, only under Australian import laws.

Actually I think we got the EA82s the same time as the rest of the world. I think the delay in models years started with the Legacy.

It should be the same ducting as in any EA82, but I can check my parts book when I get home tonight.

I think you're on the right track, I would definately suspect the ducting.

I wonder about the article, first it states that the car is an 84 RX, well it might have been built in 84, but it is an 85 model. Next he stated that they didn't adjust a valve correctly and it hit a piston. Since these are clearance engines, the valve will not hit the piston, even if it is stuck at max open. Of course they didn't mention what type of new pistons that they installed, but the must have been high dome pistons because stock pistons wouldn't have had that problem. I also didn't see anything about a RA gear set installed in a RX tranny. One thing you've got to remember, they get diffrerent stuff then we do, they got the D/R Imprezas and maybe a RA gear set would work in that tranny. I would be more then happy if you can prove me wrong.

?????? Tranny cooler lines???? Is it an automatic??? What year is this beast???