Dr. RX

Use the Permatex copper spray.

Pull the front axles, count the number of spline on the stub axle, 23 usually mean a N/A tranny with a 3.90 ratio, if the count is 25, it usually means it is a turbo tranny with a 3.70 ratio. Not 100% fool proof, but is right probably 99.9% of the time for a 5 speed D/R on-demand 4WD tranny

I'm not going to volunteer him, but Ken does have a trailer.

So Tim, are you saying that an EA81 clutch won't work in an EA82?? I've alway wanted to put one of these in my 86 GL-10, but could justify the expense for the value of the car. I did put one in my WRX though. I consider these the best clutches in the world, I've had them in three different vehicles and they were a major improvement over the original clutch. In my Mitsubishi 3000 GT VR4, with the stock clutch, if you were idling and slowly let out the clutch, it would stall, but with the CenterForce, you could let out the clutch and it would slowly engage and move forward. With the centrifical force design, the higher the rpms, the more the clutch grips.

Yep, my 86 GL-10 came with a 5 speed push button 4WD tranny, but now has a D/R (3.90) in it, maybe later this summer it will have either a S/R Center Locking 5 speed Fulltime 4WD or a D/R Center Locking 5 speed Fulltime 4WD tranny in it with a 5 bolt conversion, then I'll put it up for sale (so start saving your pennys).

With a little luck I'll have my WRX licensed by then, but I'm not going to rally it. I'll just show up with lots of towels to wipe up the drool.

So, from reading what you wrote, I'm not sure if you are saying the tranny is $385 or the whole car is $385. If it is the whole car, then you'll have plenty of spare parts and it would be worth it. If it is the tranny alone, I'd say no, you could drive to Spokane and get one cheaper. You might be able to sell enough parts to pay for the trade.

Way to go Ed, you placed in the money!!!! :banana: I heard about that Ranger rolling, but didn't get much more info then that.

I've got the factory service manuals for that year, I'll see if I can get a scan of them today, send me an e-mail at corkysrocks@isomedia.com and I'll send the scan with the reply.

How about an EJ20G into an 87 RX 3dr? I did that, also just finished installing a 96 JDM WRX engine into a 96 USDM Impreza.

All I want to know is, when will it start and where do I send my money to?

If you go to the Sub4 web site and look for the USA distributor, they only show RAM as the single source, but when you go to the RAM site, they never mention the Sub4 heads, infact they have their own version of a dual intake port head.

Yea, I forgot how lucky you guys were down there. I had to build my 96 WRX, I'm now waiting for a vehicle inspection before I can put it on the road. I didn't hink that the EJ22 was available down there, or was that why you were asking here on a board with mostly USA members?

Gee canajun2eh, you stoled my answer. For the EJ series cars, Subaru made many displacements that we in the USA never saw, the full line of EJ's is, EJ15, EJ16, EJ18, EJ20, EJ22, and EJ25. The first and second ones were primarily for third world countries, but were available in other places too. Yea, the whole taxation and licensing thing is usually what governs the displacement, but not for the USA, which is why we got the EJ22 while everyone else got the EJ20 in 1990.

Bummer, I thought the EA81T have dual intake ports like the EA82T does. I've only seen one in person, and I could have sworn it looked just like the EA82T intake did. OK, so where do those dual intake ports EA81 heads come from??

Where did you find an Allison A250? Boy that brings back memories, ex-rotorhead. I hope you are documenting this. I hope you aren't going to try to mate that to a Subaru tranny. I have the photos for both my conversions, just haven't gotten around to putting them on my web site (too busy working on car projects ). Yea, I knew that was what you were trying to say and boosting power of the 93 Impreza. Like I found out, it is easier to start with a 1.8 the a 2.2, it is almost like the 1.8 was meant to be upgraded by conversion.

I don't see why not, since the ECU has nothing to do with the ignition timing like the EJ series engines, it should work, and if you could put the EA82T intake with the wiring harness on the EA81T engine, that should keep you from having to change the ECU also. Sounds like a great project, go for it.

DG, I can help with the wiring conversion, and the little odds and ends, just shoot me an e-mail when you are ready, corkysrocks@isomedia.com . SubaruBrat, my hats off to you if you did that conversion in a weekend. I was looking at your web site and didn't see any mention of any such conversion. What vehicle did you start with and what engine (drive train) did you install. I just recently completed my second one (pictures in earlier post here), so let us know more about your conversion.

See, I told you that you'd have to start posting here.

I like the floor mats. Oh yea, the rest of the car looks good too. But Tim, you'll need to start posting the New generation of Subarus.

Well, I guess that would be possible, don't think you would get the same performance though. With all those JDM parts around, why not go for the EJ20G that came in the 95 WRX, then you wouldn't have a replica any more.

Amanda, try looking here http://www.chuckanutscc.org/ .

Subarubrat, it is not quite as easy as a weekend job, and Setright, with the exception of the wiring, everything IS a bolt in mod. If you don't think I know what I'm talking about, look at my 1996 Impreza Brighton, http://www.ultimatesubaru.org/forum/showthread.php?t=17638 , beleive me, I know what I am talking about. And now that I have done this one, and another similar conversion in an EA82 series car, if I were to do another one, it wouldn't take me half as long to do it. I know a person who does this for a living, and he averages about a week of 8 hour days to do a conversion, he is now working on number 15, so maybe if you knew what you were doing you could do a conversion working long hours, starting Friday after work until late Sunday and you might get the conversion done.

Nice post Shadow, very informative, looks like you did your homework. I'm not sure that I agree with you on the reliability, yes on the daily driver, well maintained parts, but on the rallyx racer, I think 30km would be the high side, but only experience will tell the tale there. I would like to see the bench flow tests on the EA82T heads compared to the 8v heads. On the exhasut port issue, I would like to add that you only get one cyclinder flow pulse at a time, so unless you have a lot of back pressure, which an 220hp engine shouldn't have, there shouldn't be a concern there. I'm not sure what to make of your comments on the EJ swap versus the EA build up. For example, "If you are an aftermarket baby and can't fab up what you need for speed, get an EJ." Having successfully complete two JDM EJ20G swaps, one in an EA and the other in an EJ series car, I can tell you that there is a lot of fabrication required, especially on the EA swap, and there is little to no aftermarket stuff out there to help with the exception of engine management computers. I'm sure the people could approach the 200hp level spending $2k, but to get those extra 20 to 40hp will easily double that cost. Like I said in the beginning, great post, well thought out and presented, and I thought you were just a computer geek.

If it truly has an LSD rear diff, could you get a picture of the label??