Dr. RX

I tried to verify that, I found a picture of a 74 Coupe that had a lot of ground clearance by could never verify that it was called a RX, I know that Subaru ran a Gen I RX in the 83 African Rally, and the pictures that I found of it showed to be an EA81 Coupe, the thing is the Gen I RX did not have a turbocharged engine, it used the twin carb manifold and some other mods to the engine. I have the spec sheets of those mods, but they are in Japanese. I would really like to find a Gen I RX so the I could run it in the Historical class in rallies around here.

It is a Gen I since the Gen II didn't come along until 85. Did you forget who you were talking to, look at my board name.

I had a similar problem after I installed a new clutch, I solve it by adjusting the pedal rod, I have not had that problem since. (You'll need a 10mm and an 8mm open end wrench).

Yea, a Gen I RX, I'd love to get my hands on one of those, even if it were a RHD car. The bottom picture looks like it is in the USA.

One for automatics would be twice as long, it seems that there is a different automatic application for every model of Subaru sold. An auto for a Legacy Outback is different then for a Legacy GT of the same year, and those are different from an Outback Sports of the same year. True, you can interchange the trannys, but it would be a good idea to swap the TCU also.

Oh if it were only that simple, the EA81s only have two studs on the top of the strut where it bolts to the strut tower, the EA82s and EJs have three. So, you can either use the strut tops off the EA81 struts (not sure if they will work or not) or drill the three hole pattern, but you need to make sure you have the correct orientation. If you really want to rally this car, you better check the rules before making any mods, some of these mods may not be allowed in the class you want to run.

So, did I miss something on the chart? I didn't see a JDM Impreza TX on the, did you have the tranny number?

Gee Baccaruda, doesn't that sound familar, didn't we talk about this about two weeks ago when you picked up your 84 T-Coupe? By the way, that I/C Baccaruda showed was supposively specially built for an EA81T engine.

I know that the JDM WRX trannies came in 3.900, 4.111 and 4.444 final ratios, the gearing of each gear set may be different, but it will be one of those three final ratios. I know a few of the tranny numbers, so if there is a decal on the tranny bell housing that starts with TY, let me know and I'll see if I have the info on that particular tranny. Keltik, we would need to know the tire size to come up with the gear ratio. But that would still be guessing because most 5th gears are overdrives and not a 1 to 1 with the final ratio, so we would need to know the 5th gear ratio too.

As long as the clutch is the same type (cable or hydraulic) the tranny will work. The manual trannies are pretty much the same, you do need to make sure the that final ratio is the same (i.e. both have 3.900 or 4.111).

Boy I don't know where you got this from, but it has been my experience that the engines (JDM versus US) are the same, for the most part, there may be a few wiring differences, but the plumbing is the same. I have installed a JDM EJ series engine in an Impreza and an EA82 series car and everything, plumbing wise, was in exactly the same place as it was on the US engine. Nipper, most of the engines that I see, with few execptions are OBD I engines from Japan. Having worked in Japan, I also know that there are many cars older the 3 years that are being driven on a daily basis. Yes, they do have tough safety laws with regard to cars, most people seem to live with them and keep their cars longer. I look for JDM WRX engines all the time, most of the ones that I find are between 94 and 96, but they are getting newer model years in lately. As for the ease of installing a JDM into a US model car, the mechanical stuff is pretty much bolt in, with some minor fabrication, the major portion, time wise, is the wiring. Regardless of EA82 or GC series car, the wiring is the most difficult part, an GC (Impreza) is slightly easier because of less mods required, but the wiring is about the same.

Good luck trying to find one in a bone yard, most Imprezas that I've seen therer were hit in the front, and all of the lights are damaged in some way. Try eBay, probably your best bet.

The data that I have seen shows the Impreza axles are 4mm longer, I really don't think 4mm is going to make a big difference, since there is more the 2mm play in either direction at each joint.

Not all JDM EJ20's are closed deck, they also come in open and semi-closed, since your's is a newer version, it is more likely semi-closed. I wouldn't sell anything until after the conversion. $800 is a great price for a front clip, especially a 2004. That is want I used to pay for just the JDM Legacy engines and trannies alone. I was thinking that you were getting something closer to that same year as your car, there may be some major re-wiring needed. When we did the conversion in the US model turbo Legacy (a 91 or 92) we used a 94 JDM WRX setup. The connectors on the ECUs were the same, they may not be on the 2004 JDM.

Are your getting the front clip (everything from the doors forward) or just the engine. If you get the front clip, it should have everything you need. I've seen a post on NASIOC a few years ago the showed an alternate for those parts (at the time there were many JDM engine and trannies coming over with the awic and nothing else), I don't that it is still there, but someone there should know about that.

Sounds like you have an EJ20G out of a Legacy, do you know what year it is? Did you know that the water-to-air I/C requires an additional radiator (silimar to the A/C condensor) and an electric pump to cycle the water?

Gee, you don't have to go there!!!! Gee Noah, thanks!!!! Yes it has been done, and I took part in (was that brains behind) the conversion. It is actually very easy, and there are two ways to do it. The easiest way is to swap the intake manifolds, that way you'll get the coil at the top of the engine to replace the coils at the plug on the EJ20 (if it is in that configuration, they came both ways). If you want to keep the coils on plugs, you will have to create a new manifold wire harness (not as hard as it sounds) and add two wires to the plug for the ECU, then swap ECUs. The car that we did this to is Mark's rally Turbo Legacy.

Actually it is the opposite, the hydraulic clutch pulls the TO bearing back, the cable system pushes it forward. Therefore a WRX clutch setup will not work in a cable type tranny. You can switch out the cable for a hydraulic clutch system though, pretty much a bolt up replacement, you will have to swap trannies also.

Yes, that setup should work.

Nope, won't work unless you change the turbo also. On the 'G' the turbo inlet takes a 90 degree bend between the intake and the turbo, on the 'K' engine the turbo inlet goes underneath the intake manifold then take the 90 degree bend in front of the manifold.

Well at least a lot of wiring, not sure "TON" would be the correct amount. The main problem would be getting the connector to the DCCD computer. Do you have ABS? The 6 speed DCCD tries into the ABS system also. I used an earlier version in my 96 Impreza and the place for the thumb switch was already there, just had to pop out the cover.

Well, sorry I didn't find this earlier. Mine is not an auto, but I did install a DCCD in it. My car started life as a 96 Impreza Brighton AWD, after swapping out the power train for a 96 JDM WRX setup, I decided to see if I could get all the bells and whistle that were available for a 96 JDM WRX, so I started on my Type R quest. I found a 96 DCCD unit out of a Type RA and got the wiring harness from Rallispec since the computer came with the DCCD unit. Rallispec actually set me the whole setup, wiring harness and computer, so now I have a spare computer. I'm a manual tranny type of guy and can not understand why anyone would want to have an automatic in a performace car in the first place (but that's my problem). If the newer autos have an electronic center diff, it should be possible to create a variable lock, if the center diff has some sort of a clutch mechanism. I'm all for people exploring the limits of things, so go for it if that is what you would like to do. All it takes is enough money, and just about anything is possible.

Yes they do, it is similar to the flashing light on the ECU of the EA82 series car, but on the OBDI cars, the CEL flashes the code when the correct connectors are connected. Dome, the rest of the pictures tell the story, great job. Yes there is a lot of confusion on what constitudes a new gen, the 96/97 break was more then cosmetics, so it does constitude a gen break. There are two gens in the GC series Imprezas (which includes GM 2drs, and GF wagons), the WRX is a GD series impreza and a new gen on it's own.

Actually that is a Gen II coupe, the Gen I Impreza was from 93 to 96, in 97 they changed the grille and hood and the EJ22 engine, so it is considered the second gen of the Impreza. By the way the Gen I coupe was only from 95 to 96, coupe wasn't introduced until 95. PS: It looks great, probably the best thing for driving in Alaska.

You must work for an insurance company. Unless that rear damage is worst that I can see from the angle in the photo, I see nothing here that isn't an easy fix. If all these hits were glancing blows, the air bags would not have deployed, they are set to deploy when there is a specific force in a specific direction, nothing else sets them off.