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Mike is correct this art. was written for an EA82 conversion. The title was changed by someone? Finding a pulley from a forklift is also a bit "out-there". I like Mike's solution. Lets get that drawn up. We need the entire article (and manual in general) updated. The submission link is no longer valid I am told, so please submit updates to Shawn directly.

Is the pressure switch on the compressor tank in an open or closed position? Is the warning light flashing? The comp uses a relay and power from a fusible link. I have the FSM email me if you like.

Forgive me if I missed this. I am prone to try and not overlook the simple fixes. How old is the fuel filter? The leak in the air input stsyem (turbo to plenum) will cause plumes of black (read very rich) smoke out the rear, have you seen this? If not... It may be a fuel delivery problem. As always hope this helps

Checked for code in BAT auto 22 --- Ignition pulse system (1983 only)/Vehicle speed sensor or circuit or VLC solenoid valve or circuit. (1984 to 1988 carbureted) checked mine from the board's repair manual 1983 22 --- Ignition Pulse System 1984 22--- Vehicle Speed Sensor (VSS) or Circuit Is it an automatic? Wasn't the change to hyd lifters made between 83 and 84? On the automatic cars?? What colors are these wires ? If nobody else comes to the rescue, I'll dig out my 84 FSM and see what it says. Your welcome

Guess you didn't have time to check the connector Get out your DMM, get a wiring diagram and start tracing. Good luck and your welcome.

Me lamely thinks that any frame alignment shop would have what you desire???

Could be a broken wire at the connector on the motor. Do they wipe when you push the squirter button? Hope this helps.

WHOA!! Mike, let me be the first to thank you for the most excellent dim work on the adapt. and gaskets. Very nicely done!!

Kevin I have a FSM for the 83 and I'm sorry I do not see the VSS connecting to the ECM control unit. The VSS is generated in the speedometer head unit. Exits as a yellow with red tracer wire from terminal 45 on the speed-0 conntector. It is used for the CC and the TC but does not appear to be an ECM input. Could it be a late build date 83, making it an 84? Hope someone has a better answer.

Red, my bet incomplete combustion due possibly to (a) the spark plug energy getting "blown out" ( way too much fuel causing a Lambda of 0.5 or less Have any of yin's ever read up on "squish zones" in the combustion chamber??

Yea, SS that will be a fine bandage, you'll do just fine, oh yea, your welcome. Skipout

I do not want to discourage this project, but every thing Caleb says is true. Just a left field idea, the EA81 N/A engines are fairly cheap. Why not get one, do what you want to it (heads, cams, manifold, ect.) Then swap it out for the turbo unit. You gain a very nice bargaining tool plus if you do ever decide to sell the Brat, you have the semi rare original EA81T NOT a discouragement only a suggestion.

Jon you have a bit of learning curve ahead of you on this journey. It would be wise to gather information on the Subaru turbo fuel injection system that you planning on using. You will learn that this statement is a bit incongruous. "'hot wire' model be like a '91 legacy type of maf? the one that has the catalyst that measures O2 readings as the air passes by it in the MAF?" The MAF and the 02 sensing devise are on opposite ends of the air ingestion cycle. The catalyst is down stream from the 02 sensor on this model. Learning is good, you will be looking for injectors that have the same impedance as the turbo injectors in the car. The EJ turbo engines no doubt have a higher cc/min but are they peak and hold or are they saturated type injectors?? Jon the incline of this curve is rather steep. Use your time to read and learn, it will be time well spent. The worst assumption one can make in this type of endeavor is that they know enough. A good start would be getting a FSM for the year XT you are considering and studying it's fuel injection system.

Styles, first off your wagon is BAM! As a driver of mostly turbo'd Subies here is a list of some of the concerns you may want to address. 1) managing your air fuel ratio when taking the intake manifold to positive pressures may prove challenging. To my knowledge your SPFI ECU has no provision for enriching the mix at these air flows. A lean turbo engine is a short lived turbo engine. 2) Ignition timing control, you are starting off with a higher than factory turbo compression ratio. Now you add 5 or 6 psi of boost. The engine may suffer preignition, with no timing retard to control this, you could suffer holed pistons, hammered big end bearings, or worse. I do not believe the SPFI system has a knock sensor/control built in. WJM has turbo'd his SPFI block, but read any number of his posts on preignition and need for av gas. And he has fuel enrichment. 3) The oil in and out of the turbo is an easy bodge, as is the coolant flow. But they must be mapped out. The under bonnet/coolant temps should also be considered. Just some "other comments" like you requested. Hope they help

Jon, you have a long winding road to travel ahead of you. You talk like you are up to the challenge. Please keep reading and studying and you will answers elementary questions like "what do you mean by hot wire model" It's the way the newer of the old generation Subaru's MAF systems measure air flow. I have seen the front mounted turbo on the XT6 but do not remember him every having it running. You will have many questions and be spending more than your modest budget layout shows. But do not give up, hitch that chariot to a star and have at it. Talk sure is the cheapest part of this equation as I said before Good Luck

Not to want to overlook the obvious, does your clutch pedal only have an inch or less of free play?? Is you shifter so sloppy it's a broom stick in a bucket?

Sounds like a well laid plan. Please don't take this wrong I'm all for radical mods but.. two small items you fail to mention. 1) are you planning on twin MAFs?? How do you plan on wiring them? Twin ECUs?? One MAF and a "Y" pipe?? Is this a hot wire model? Fuel cut will kick in like now with all that flow. Bigger injectors are fine but what about a rising rate fuel pressure reg.? Not going to bother with idle eh? Higher lift cam, big injectors = idle at ?? What do plan on for ignition timing control?? and the big one 2) Where do you plan on putting this second turbo? Under the car?? It surely will be a tight squeeze in the Mast. Cyl., dist. steering gear, clutch cable ... area of the under hood?? Have you really scoped this out or are we pipe dreaming here? Maybe you'll just use the X the bridge approach The best laid plans...... I say "Go for it"!!

Jon easy as reading Parts slightly above cost As for your "statement" "twin turbo'd too" That is a very bold statement. Sure hope it is "of fact". Please by all means keep us a breast of the developments. This car will no doubt have the very first drive by wire, steering, brakes and clutch. A radical engine and fuel management system is no doubt planned to go with these TTs?? It will be a marvel of bodging, lookin' forward to the pictures. Here's gid on ya. and hope it comes to pass

Suba, how about doin the Brat world a favor and checking this guy out. Moose is way too busy (he deserves a "Moosey" for his efforts ) This unique Brat is in your neck-0-da woods I gather http://www.ultimatesubaru.org/usmb/forum/showthread.php?s=&threadid=11351

Ah Joe in pa, would you be so kind as to explain this statement? "I have changed the gear oil and put a quart of ATF in with it and the manual trans fluid was also changed...." This statement was made with reference to a noise coming from the rear end so.... Now that is either real bad wording or you are running the rear diff FULL of ATF?? It's capacity is just a little under a quart?? The trans has a capacity of a bit over 3 qt. Where did you get this recipe for drive line disaster?? You might want to try some Redline NS - I do not know why you have so much ATF in either place where gear oil belongs. Maybe for a quick clean?? Maybe you like to stir mud? MAYBE Chris is correct and you just need his tranny?? I would be very interested in where you got the information you are basing this decision to toast your tranny or rear diff. I bet you do not answer this post. Please, prove me wrong

Your resistance test on the old coil bout seals the deal (nice work on that bit) but, remeasure it cold and see if it "comes back to spec". just a stray side note: Not mentioned in this discussion is the ignition amplifier. (NOT to be confused with any distributor devise - often called the "ignitor") Often overlooked and forgotten about , it does not go bad often but... My first turbo wagon had the same symptoms and this was the culprit. ALL cars with a CAS (Crank Angle Sensor) distributor have one. incl. SPFI, MPFI and hot wire MAF turbo . I doubt your still reading - in case you are - the bracket the coil mounts in has the "power transistor" (a.k.a. ignition amplifier) mounted on the lower portion. If you know about transistors, you know they have three "legs". Well two legs come from the ECU the third is the ground the bracket must have. This could have been the problem. If, when you changed the coil, you corrected this ground fault, the coil may not have been the problem but ... If you have read this far I hope you get the picture. I'm sure it's as clear as chocolate milk. sorry for the diatribe glad you are staying away from the dark side (Acrua)

I agree with Dennis, a general turbo/performance oriented forum would not be productive. And it could be redundant as we do share problems with our N/A brethren. Will, if you email Donald maybe he could show you how to start your own board like he did. Then you can be the administrator and set the all of the forum topics. There you have a win win situation. Good luck.

Jon?? Since you have the Ultimate Children's er er er Chiltons manual, why do you not check the codes stored in the ECU?? They may give you a clue as to the missing component. (I have never seen a "red connector" but you could be talking about your 93 Blazer or whatever?) If you want help on solving the engine check light here is another place to do some reading (please do not be confused by the header it is for 93 Blazers er er our vintage Subarus Hope this helps Old Gen Subaru Error Code Reading

first: You should be ashamed of yourself for ripping off the poor little old lady. second: get some sleep third: reread this post and follow the excellent advise Trailduster gave you instead of re-asking the same question. forth: email Richie richslaw@hotmail.com and go meet him and his Dad, they will be of great help to you should you want to stay away from the dark side of Acura Note: these are just casual observations and mean NO offense

these statements are extremely befuddling?? Donald says "its blatantly obvious there is a difference in ea and xt6 parts. cause i have them all in a pile on the floor waiting to go in my car!! "?? What may be "blatantly obvious" to a guy with a "pile of parts" is not so obvious to us less fortunate. Thanks for your consideration! and I don't get this statement at all "i would spend 100 bucks on xt6 parts, and 200 bucks on a legacy(for the struts, axle) for parts that wont fit!!!!" Why would you do this?? Spend 300 bucks for parts that don't fit? Sorry this makes no sense, maybe the "Preview Reply" feature doesn't work on your computer?? Or he has more $$ to burn (did I say burn) than he lets on to??