carfreak85

I'll just report the threads as spam, no need to give the OP more hits...

...Annnnnnnd they're sold out again. Got the last one in the States heading North from SoCal as we speak.

The door trim is probably a dealer-installed extra, so its location would be determined by whoever was doing the PDI.

Neither of those ECU part numbers show up in my '85-'90 parts catalog. Got the injector, downpipe, MAF, boost controller, etc. part numbers?

Stop spamming us your Youtube page!

The RS wheels do tuck inside the bodywork, but to a lessor degree than the stock wheels. MY EA82 has the XT6 conversion. I didn't do the install, but it's pretty straight forward, IF you can find the parts. Do a search, someone has done a writeup.

tomhyyt, do you think you could find part numbers for these EU-specific components so that we could compare them to USDM part numbers?

Pretty sure Euro EA82Ts didn't have catalytic converters. They weren't required in Britain until the mid 1990's. I think the ECU may also have been different than USDM, but this is all conjecture. Lots of EU-based members on the Facebook groups could answer this easily.

There are three options for wheels on EA chassis, as I see things. Option 1: Run 4x140 wheels. There are lots of options out there, but they're mostly 13x5.5 and can get expensive if you have to import them. Option 2: 6-lug conversion. Most of the 6-lug wheels will have massive offsets and won't fit like the OEM wheels. This is the worst option, IMHO, but also the least expensive. Option 3: Subaru 5-lug conversion. I run this setup and currently have 16x7 2.5RS wheels with 205/45/16 tires that don't have too much offset and don't rub. This will be the most expensive option as you need to replace the hubs with XT6, or custom machined, hubs to fit the impreza/legacy/forester/STI lug pattern.

Check for failed bushings.

Running on E85 is a great idea that would not only cut cylinder temps (reliability +) but with the appropriate injectors and pump, you could make more power without much work outside of tuning. Only downside is availabilty, tuning for lower than 85% E, and the slight dip in fuel economy vs. gasoline, but a worthy trade IMHO. That said, the easiest and cheapest way to make power on a turbocharged engine is with boost. While staying at 8 psi and upgrading everything else to find gains is noble, it's the wrong way to start eating an elephant.

Interesting. Is that header NOS, or did you convince them to build one for you? Neither of my TWE headers have the flexible section.

That D-Sport article is suspect. They show fancy looking graphics and charts, with no attribution or explaining how they got the numbers presented. This leads me to believe (using my journalism background) that all they did was interview a TBC company, borrowed some "data" from those companies, and published the article. In fact, a quick scan of the article shows mention of SwainTech Coatings. Now, to be fair, SwainTech is THE BEST company you can find for this sort of thing, anyone else is just a pretender. The uppipe on my WRX has their White Lightening coating and while I'm sure it helps (I never did any pre/post testing) I would NEVER touch that pipe when hot. These coatings are thin, and even the best TBC isn't magical. You can't cheat the laws of physics, and (using my vehicle design engineer background) there is little chance that SwainTech's coating will prevent an EA82T cylinder head from cracking under extreme use. The root of the problem is the design of the heads, hence why FHI revised the casting twice during production. I have seen White Lightening pill, bubble, and flake, but at a MUCH slower rate than other ceramic coatings. I had my COBB Inconel uppipe coated in 2012, and it's not flaking yet, but has pilled where I had a minor coolant leak drip onto the pipe. Best/cheapest way to up the output is a big intercooler, a mint cooling system, and to crank up the boost. Anything beyond that (custom pistons/rods, head porting, etc.) gets expensive quickly. There's a reason these engines aren't plentiful these days, and it's because they weren't particularly reliable, even when new... OK, all that said, it's your money and your car. I'd love to see someone push the limits with an EA82T, just be aware that with such a compromised cylinder head design and such a low specific output, you will quickly reach the point of diminishing returns in terms of output and reliability.

I think most people go with a VF11 or TD04.

I'd love to get a set of those Genuine Subaru Parts optional wheels! Great looking car!

Who was that? I have a header made by forum member BoostedBalls, and a couple of TWE headers and downpipes.

Oooooo, the accessories parts catalog would be a gold mine!

They don't carry it at the local auto parts stores, I can verify that! I ended up double clamping that hose as insurance.

Why not contact SJR directly?

Oil dripping onto the exhaust?

Could it be unburnt fuel that flooded and washed out of the cylinder, left over from troubleshooting the initial swap?

etrailer.com has lots of good model-specific research. Look there if you have any other chain issues.

As I recall, the rear washer hose runs under the driver's side of the cargo area floor. I'm not sure where it runs forward and aft of the main cargo area, but you should be able to trace it from there.

What does your owner's manual have to say about tire chains? That should be the first stop on this adventure.

Depending on the year the button to activate this lamp said "Passing Lamp" or "Center Lamp." If anyone wants to add one to their EA81, I've got a spare lamp assembly. The only thing it needs is a replacement linkage to open the door/emblem.