Numbchux

when he drives it, he runs with the cover on it. he doesn't daily drive it. as-is it gets like 12 mpg.......and the new engine will have 8 injectors....... but yea, no air filter. been running like that for more than a year (well.....he didn't drive it all winter since he was reworking the piping and upgrading turbos).

yep. I'm running an '85 front bumper on my loyale with the body kit. keep up the good work. can't wait to see what you end up doing on the back.

yes, I love to go out driving. but my car really doesn't like sliding on pavement. pretty much all traction.......of course, I wouldn't really call that a bad thing

Got a buddy here in Minnesota with this STi: in order to minimize piping, he mounted his GT42R turbo in the bumper: He's putting down well over 400 awhp on the stock STi EJ257. and he's building a sleeved, overbored 2.7l fully built block that should be putting down something close to 900 on E85/Meth.

check out post #17 of this very thread......you'll find a youtube link for it.......

look what I found! pics of the backing plates right after I sand blasted them! the other side of the XT6 plate: the trailing arms, XT6 plates, EA82t plates with and without dust sheilds:

glad it was helpful. don't mind GeneralDisorder......he's a little surly. and tends to get right to the point.... anyway, I'm sure it could be done. but I think the amount of custom fabrication and research that would be required would wasted since it would be a huge step down in power and mileage. as far as making it look original. here's my engine bay. '92 legacy EJ22 in a '92 Loyale:

oops....sorry, all the recent 5-lug talk has gotten me confused

yea, the concept is a good idea.....but the execution would be a nightmare. you couldn't just slap the EA82 disty on the EJ22. as they're very different. and the crank angle sensor for the EA82 is in the disty, so you'll have to replicate that signal for the EA82 computer. not to mention the displacement increase......could the EA82 computer/injector compensate for the extra .4l of air being pulled in? if you're worried about the wiring part of the swap (which, I can understand why......not everyone gets wiring diagrams. some of my most respected subaru friends won't wire their own swaps), there are a number of people who can do it for you.

^ EA82s are already extremely rare here in MN. and I haven't seen an EA81 (except the ones whose owners I know) in years. in fact, first gen legacies are already all rotting away. good news there is that EJ-swap donors are a dime a dozen! if only there were any EA cars worth swapping (my buddy has been looking to copy my wagon for almost 6 months, and we haven't found anything)

a good friend of mine from the Twin Cities is working with the company who is in charge of the Subaru advertising campaign. I haven't see anything yet, but he contacted me a few weeks ago looking for a subaru with over 300k miles on it to feature in a new ad. And he was really hoping to find an EA-series car. unfortunately both things were hard to find here in MN. So I'm not sure what they ended up with.

Fair enough. it really wasn't as bad as I was anticipating. Still seems easier than trying to mount L front calipers to EJ knuckles. the RS brakes aren't much heavier than standard legacy/liberty hardware. I wish I'd weighed it all while I had it apart, but I did compare them, and didn't notice a difference. And I'm pretty sure the calipers with the ebrake mechanism are heavier. one of these days I'm going to disassemble all the different setups in my shed and compare things. I definitely agree that the light car doesn't need much, and the 294mm WRX hardware is definitely overkill. but the 276mm RS stuff is very nice. Also, the SX calipers I'm using actually came off an S12......so that might make things more difficult your end. BUT, as far as I can tell, B14 200SXs (aka sentra or sunny) rear calipers would work as well.... Anyway, up to you. but it sure seems like mounting L calipers to EJ knuckles is not the ideal solution. EDIT: just looked on wikipedia. looks like the S12 is badged as the gazelle there in Australia. maybe more common then S14/15 parts?

^huh? were you responding to my question? mounting nissan rear calipers isn't any harder than the RX ones you're planning on using. in fact, it'd be exactly the same except with different calipers. you'd still be using RX pads, and whatever rotors you want. AND, by not trying to use the L front calipers, you can use EJ-series front brakes. which are WAAAAYYYYYYY more common. especially performance options. I've been running a 5-lug setup with 200SX rear calipers, rear ebrake, and RS front brakes for about 8 months now, and more than 10k miles. replace the XT6 backing plates and rotors with custom plates and liberty rotors, and you wouldn't need any more rare and/or custom parts than you already have.

I'm curious why you want so badly to have the front ebrake. I'm sure you can get your hands on some nissan 200/240SX rear calipers, which are almost a direct swap onto EA82t caliper brackets. and then you can run the much better new-gen subaru front brakes. I absolutely love my RS front brakes with 200SX rear calipers and XT6 rotors in the rear. lots of power, very well balanced, using stock EA82 FWD wagon proportioning valve.

EA81, hands down. tougher, simpler motor. the torsion bar allows substantially more travel in the back (and simpler to lift!). the downfall is the axles. BUT, all EA81s use dual DOJ rear axles. Swap some EA82 inner rear DOJs on both ends of the EA81 shafts, and you've got some pretty good travel (although, the torsion bar + longer shocks means you'll still have more travel than the axles can take.....limiting straps would probably still be a good idea). also, the 3 bolts on the leading rod/tranny xmember bracket are further apart. this was the main downfall on both my EA82s, was those captive nuts pulling out, and the EA81s have more leverage on the frame rail. And the body styles are superior. The wagons, sedans and coupes are pretty comparable.....no preference here. but the Brat is just awesome, and the short wheelbase and non-existent rear overhang of the hatch are unbeatable!

been discussed. been tried. They're made of much thinner/weaker metal than a normal wheel and will bend muuuuch easier.

the "cherry bomb" glasspacks usually sound like crap. but a nice Thrush glasspack. sounds pretty decent in place of the stock muffler.

hmmm.....looks like someone gave up http://portland.craigslist.org/clk/car/649763065.html

There are many different ways to assemble a 5-lug swap. so you'll have to do some research, and see which works best for you (which parts are most easily accessible). here's the original list: http://www.ultimatesubaru.org/forum/showthread.php?t=50400 there are some updated lists with pictures and stuff around as well, but that'll give you a pretty good start. The problem with the EA81 swap is the front suspension. the rear end works exactly the same as the EA82 as far as the hubs and brakes are concerned. But the EA81 front track is narrower. and the difference is in the engine crossmember. So, all 5-lug axles will be too long......so you'll need to have some custom axles made. Someone else will have to chime in with the details, but I'm fairly sure that you can't use XT6 control arms on an EA81 either, so you'll need to ream out the ball joint hole on the EA81 arms, or make a sleeve to put the EA ball joint in your ER/EJ knuckles like discopotato did. S'ko did it (as I'm sure you'll see in the post he linked) by putting an EA82 engine crossmember under his brat. but the lift blocks were a crucial part of that.....pretty hard to do it at stock height. also, look for posts by rguyver, he did it in his Brat. But then again......he's an amazingly skilled fabricator :slobber:

SOA part number: 28021AA501 FWD 5MT Imprezas (all 1.8l) with manufacture date between 11/92 and 7/94.

^ negative. both are adjustable. I just uploaded this page from an '88 XT FSM for my buddy who's brat has some crazy rear camber issues.

huh, never seen that page.....never looked. So I just looked at the same page in the '92 legacy FSM. the EJ22e pump puts out 36.3psi and 80l/h, and the EJ22t gets 43.4 at 150l/hr. so yea, SPFI pump is plenty pressure for either. but might not be enough volume for the turbo (although I know a guy who's running a mildly modded tleg on an N/A pump). In fact, I wonder if the MPFI pump is substantially too much, pushing 60+ psi might be hard on the pressure regulator.

you can't, which is what's limiting the travel. you need to unbolt the shock from the trailing arm.

the RX axles will work fine with the EJ trans. linkage needs to be modified. tranny mounts are different. either custom crossmember, or XT6 front and rear crossmembers with EJ center section. driveshaft needs to be adjusted 55mm (pretty sure it needs to be longer....but I could be wrong). rear diff......depends what trans you're using. if it's a 3.90 trans, just get a 3.90 EA rear diff. otherwise you'll need to use the EJ rear diff. physically mounting it is easy, as all r160 mounts are the same. but you'll run into some axle challenges, as there are a few different kinds of axles. first gen legacies (maybe others) use 23-spline stubs that are compatible with EA DOJ cups. otherwise, you maybe be looking at hybrid axles.....possibly custom races.

well, search anyway. an EJ swap is no small undertaking. and will require a lot of research. 105 was the half price special.....again, search. there are a few people that offer them. I have 2 mrose ones (no longer available), and I've got 2 buddies that just bought SJR ones. which are very well made.