86BRATMAN

So which engine is in your wagon? If it's an ea81 I don't see how a '75 distributor would work in it. My old gen go to mechanic told me once that an ea71 distributor from the same year engine wouldn't work for my ea81 brat because the shaft length was different. Was there any sign of distributor failure before it died, such as the tach jumping around or skips in power. I feel like this guy is trying to take you for a ride personally.

Sorry about that, the poster on there had just done an update so I just kinda figured he had newer fsms for all models.

Sorry I skimmed over your last post and missed that. Yes swap the ej18 intake over to the phase 1 ej22 and bolt it in. The ej18 and ej22 flywheel share the same part number according to opposedforces.com and all NA ej awd clutches will interchange.

Or you could download the appropriate FSM for your car for free from this this thread. http://sl-i.net/FORUM/viewtopic.php?t=28539

To avoid a potential no start situated the swap, use the original ej251 timing gears for the crank and drivers side cam. Those years are hit and miss as to which trigger pattern were used so it's best to keep the ones that match the ecu.

270k is a good haul for your transmission honestly. The transmission I used originally in my manual swap on my legacy gave up a bearing at about 280k. Most of what you've replaced is probably from normal wear, especially the clutch as the newer generation subarus make more power and weigh substantially more than the older generations did. So they will wear more quickly than one may be use to if coming from the old school, that also means the old school would wear that much faster if used with newer vehicles. I've ran across some dual range ej transmissions on eBay, when using a broad search such as "Subaru manual transmission" just you'll probably have to click on a bunch of the auctions but they will be in there. A lot of the sellers don't know the difference in the transmissions so you'll want to look over the pictures and verify the actual item shown is being sold.

I think the better question here is why. Why use a 30 year old transmission, why go through all the custom work like the engine adapter, redrilled flywheels, weaker clutch, custom made driveshaft, hard to find/custom front axles, swapped rear axles, custom shift linkage. Why not go for a ej dual range transmission and eliminate all the custom made BS and have a transmission that you can find upgraded clutches for and use most if not all of your original parts with.

That would be water. Not uncommon to find puddles if it under a car that has had the AC running for a while.

I must have skimmed over the part about only rears, disregard my clearance statement.

You'll need at least 16" wheels to clear the calipers, or some strategic work with a grinder on the calipers to clear 15s. You'll want to grab the park brake cables from him, they will swap out fine with your existing cables. Just be sure to route then correctly.

The blue smoke was probably just oil that got its way into the cylinders or exhaust manifold when the heads were pulled. I did the head gaskets on an 04 outback earlier in the week and it did the same.

I could see a Brat in similar condition fetching 4k, that said you don't have a Brat. So it doesn't have the near cult-like following to help it's sale price. I'm going to have to agree with the general consensus here, $2500 max to someone who knows what it is and is actively looking for one.

I'm uncertain if the loyale clutch fork will work with the ej transmission, but I've been out of the ea Era for quite a while. If it doesn't end up fitting correctly I have an ej cable clutch for taking up space in a drawer in my garage.

Well at least he seems to have a worthy cause these days.

My gut instinct is that the duty c will swap between the two. As would the whole rear tailhousing if there was actually a mechanical fault in the transfer section.

I would murder tribes of small children for a clean coupe.

Supposedly the 03-08 forester has longer rear struts similar to the outback. But I have never had a pair to verify. But there is a full inch difference from bolt hole to spring perch between 98-02 forester and 96-99 outback. My forester will be the second vehicle I've ran this type setup under. For a while last year I ran my legacy with outback strut and forester springs. This is where I first made the discovery for myself.

This is the strut to tire clearance with 205/75r15 general grabber at2s with the outback strut. Compare that to the picture below with the original 98 forester struts.

So I just got in my 96-99 outback struts that I'm replacing the worn out struts on my 98 forester with. Here is a side by side comparison of the two with springs installed. My camera angle is a little off, but the bolt holes are lined up and you can see where the extra time clearance comes in. Installed pic to follow.

The 610 is the correct gasket for the 25d. A person could run a thinner gasket and still be ok with the piston protrusion of the 25d, and keep the compression ratio closer to stock.

Do not use the ej22e head gaskets, the coolant passages don't line up with the head. Also as Shawn said, power will be pretty low with that combo as it yields a much lower compression ratio. It is in the neighborhood of 8.7:1 which is good for a diy turbo, but bad for naturally aspirated.

I'll try to get up with him to see if he can snap a picture of it for me.

You might have an oddball ecu like my buddy. His is a 97 legacy gt, it ended up with an ej22 swap without egr. We did the solenoid trick and it worked on it for about a year, till he spun another bearing because he's too lazy to change or check his oil without someone making him do it.

Mine only has 2 bolts. Pretty sure all the single ports are that way. I can see how the other large hole in the flange would make one think there could be 3 bolts. But that gasket looks identical to what I put back on my legacy.

It will come on, just a matter of when all the dtcs get set. Way around this is a 96-98 ej22 ecu.