Numbchux

search for dual trannies on pirate4x4.com. there's always someone over there doing it on they're crawlers. seems more common in the yota minitrucks. I don't much see the point, I think dual cases would be much more effective, and far lighter and far smaller.

keep in mind there are more than a few people who hate Tein....and for good reason. there's a reason they're some of the cheapest coilovers on the market. things like needing frequent revalving/rebuilding. AND, they don't galvanize the parts, so they're very prone to rust. AGXs and Ground Control Coilovers would yield at least as nice of a setup, just as much damping adjustability (fewer settings, but the same range), full height adjustability, at a fraction of the cost. btw, someone just responded to my thread on miata.net. the miata lower shock mounts are identical to the subaru ones, bolt diameter (12mm) AND bushing width. Front shock body is 13" and overall length is 20", rear is 9.25 and 16. having a larger body to overall length ratio than the subaru, so you'll have to be careful about ride height. keep in mind they both have 5" of safe, usable travel. next paycheck...and I'm ordering up some.

no it doesn't, it just means that if/when something goes wrong, you can blame it on someone else. I stand by my statement, I trust my car more than any new car. a warranty doesn't change reliability.

my buddy tows his hatch around all the time with the rear on the ground....usually isn't a problem. until the last time, when it popped into 4WD on the freeway, locking up the rear tires for a minute (buh bye super swampers), then just destroyed the tranny. put a strap or bungee cord over the 4WD lever just for good measure, and you'll be good.

http://en.wikipedia.org/wiki/Subaru_EJ_engine

well, I've been holding out...hoping I could just figure it out, install them, and have finished product pictures....but my financial situation these days looks like that's not going to happen..... anyway. I picked up a full set of BE suspension ('99-'04 Legacy Sedan, uses a different rear suspension design than other EJ cars, and a similar coilover shock to the EA82 rear....which is why coilovers for them work) for next to nothing about a month ago for comparisons' sake. and found them to be rather different. stock loyale on left, stock '03 leggy on right most importantly, the part I was counting on, was wrong. the top of the springs are NOT the same diameter, they're measured from different places on the chart that I made up.....so the legacy springs will not line up with the EA82 tophats. also, the shaft is physically larger in diameter, so it will not fit through the EA82 tophat. again.....problems. so....back to the drawing board. I decided to look outside the box, as it were, and look for what I wanted....KYB AGXs. since I knew I could get them for the front (5-lug with EJ front stuff...), I thought I'd do what I could to find something for the rear. so I got on ebay, narrowed it down to the AGXs, and found a seller who always posted a pic of the actual part (which now, the link isn't working), not just a file photo. and found: those are a full set of shocks for a '90-'97 Miata, which...they do make AGXs for. from a write-up on Miata.net, I found that the upper nut is a 17mm, the same as an EA82...so I would assume that the shaft, or at least the threads, is/are a pretty similar diameter to the EA82. BUT, I'm unsure of the length. just looking at the pic, it looks like the fronts would be too long (might work for a longer shock in a lifted application though), but the rears might work, especially in a lowered car. I started this thread over there....but obviously haven't gotten the most helpful responses: http://forum.miata.net/vb/showthread.php?t=239152 you can also get Ground Control adjustable coilover springs for virtually any application, in any spring rate, and any length, made by Eibach, for a pretty reasonable price.....so you can fine-tune your ride how you like it. http://ground-control-store.com/index.php I was hoping to be able to run up to the local junk yard to get the trailing arms from that XT turbo...and while I'm there crawl under a miata with my tape measure....but I haven't had time. Maybe someone here will

just did that mod last week.....if my old steering rack hadn't been totally shot, I would've called it a worthless project. I noticed a much bigger difference from the extreme toe-in I gave it upon initial installation. counted about 3.75 turns lock-to-lock with my loyale rack, and a touch under 3.5 with the XT....yawn a guy here in the Twin Cities installed one (a ratio doubler in the steering column) in his now-EJ22t-powered GF, giving him something like 2.25 turns. it's a bit squirmy on the freeway....but still safe, and an absolute demon on the AutoX course!!! I guess he got it from a rally company, it was specifically designed to work in a GC impreza, so it was an extremely easy installation, but cost an arm and a leg!

^^can't say I agree with you....at all :-\ It isn't that he wanted something different out of the STi, it's the concept that it just isn't the same if you don't do it yourself. you couldn't give me a jetta, malibu, or caravan. I don't worry for a second about the reliability of my 15 year old car with a 250k mile engine. in fact, I trust it more than I would any new car! Subarus included.

This is something that a member of RS25.com posted over there, and I found it very inspiring, and thought I'd share: I know we’ve all been there at one point; we hate our cars because it takes so much to turn it in to something that it’s not. We spend so much time, effort and money to replicate our favorite version Impreza, or make it our own, and all we get are head aches and empty bank accounts. (Garrett ‘poormansporsche’ knows exactly what I’m talking about.) The unexpected break downs, receiving the wrong parts, the bloody knuckles, the waiting for the container to arrive from Japan, the dirt and rust ridden undercarriage, the bolts that are so tight you’d swear someone welded them in place, it all takes a toll. Then there is the discouragement of those that bought faster, better built, newer Imprezas that always seem to pass us on the long straight at the track or squeeze out those extra tenths of a second while auto-crossing. “Those bastards! Once I swap my VX WRX/STI/RA motor I’ll be faster…” We’ve all been there. Some traded up because they’re sick of it or lost hope. One day it finally sunk in, despite the persistent resistance, “My RS/L/Brighton/Wagon/OBS is an inferior chassis.” Finally they succumb. “I’ll always love and miss my RS,” they say, “but a swap just wasn’t possible so I bought a WRX.” Threads like this pop up all the time and responses are mixed. Some look at it rationally and congratulate them on their new purchase while others label them as traitors, half joking but sometimes not. Despite the surprisingly successful “Fanboyism” thread there are still those that claim they’ll never sell, never leave the cult. They have pride that is easily mistaken as arrogance but they have the right! Their car paved the way for later models, for the WRC, made Subaru what it is today! I am one of the forsaken. The challenge and cost were too large for me. I wanted my car to be turbocharged. I wanted a stronger transmission. I wanted a quicker ratio steering rack. I wanted less compliant suspension bushings. I wanted larger sway bars. I wanted coilovers. The wants continued to build and so did the costs, to intimidating amounts. Then rationality set in. “Why should I spend all this money to make my intended econo-box as good as a STi?” That’s when my will was broken and hope was lost. That’s when I put my Impreza Wagon up for sale. Fast forward three months and there I am, a grin that looks to be splitting my face in half surfaces as I turn the key and start my new-to-me 2005 STi. The interior is ten times better! The sound of the exhaust is menacing! Good God, look at that hood scoop! It’s a sensory overload and I haven’t even let out the clutch and began moving. The initial drive signs the papers, finalizes the terms and agreement, stakes it’s claim; that face separating grin is here to stay. The ride is firm and tight like a car that is meant to be on a race track should feel. The handling is confidence inspiring to the point that I thought my chest was going to break the seat belt. Oh my, the power orgasmic! “I’m glad I decided to upgrade.” I say, not knowing that I’d be sitting here three months later contemplating whether I should keep my beloved STi or go back to the will breaking, money draining, soul rending state of owning a project car that I thought was once a lost cause. Everyone I talk to about this conundrum reacts the same way. “You just bought it!” “It’s everything you wanted!” “Tim, you make no sense.” I’ve heard it all before. The problem is that all the fun of the STi came too easily. I made a few phone calls and signed some paperwork then it was all mine. That was it. I don’t appreciate the crisp steering as much as I would if I installed those Whiteline steering rack bushings myself. I’m not as proud of the instantaneous power as I would have been if I had spent hours upon hours merging wiring harnesses and finessing that beefy turbocharged 2.5L motor in to an empty engine bay. I don’t appreciate the years of engineering put in to this car, the time spent testing it off the beaten path as much as I should. I don’t appreciate the blood, sweat and tears put in to this car because they are not my own. As the saying goes, “Without the bitter the sweet wouldn’t be as sweet.” I am a DIY Guy that likes to do things the hard way. I’ll end with a few encouraging words to those still struggling, those with their vision still vivid and full of hope. Don’t quit. Never stop. You are a unique breed that have ban together here to share your knowledge, gather information, ask for help, and whore your projects. Without you sites like this would diminish and the moral of the Subaru community surely would follow. You are the building blocks, the back bone of automotive enthusiasts and it should be known. You and your projects serve a high purpose than only your personal enjoyment, they are inspiring. One day I will rejoin you with another project car of my own. Until then, I salute you. original thread here: http://www.rs25.com/forums/showthread.php?t=61226

boy, that's an awefully open-ended question. but...it's got a rather simple answer. since you didn't mention a budget, an EJ22k...350bhp from the factory. but, good luck finding one. only available in the 22b, only a handful made, and never imported into the US. my point? this is an extremely common question, and everyone wants an easy answer. but there isn't one. fact is, the answer isn't the same for everyone. each person wants a slightly different final result from their car, and each person has a different budget, and different skills. where it might make more sense for one man to buy a motor to put out the power he wants, it would make more sense for a different man to build one for less money to the same specs, because he has the experience and equipment to do it himself. we can't tell you exactly what combination will meet your needs best, but tell us more about your situation, and we can give recommendations. give us an idea as to your budget, skills, timeframe, and desires, and we'll help as best we can.

I've had problems with my power window functionality on all 4 EA82s I've owned. and all were solved by cleaning the contacts in the switches. I just use soap, water, and a small screwdriver....

My buddy keeps telling me I'm brand loyal (btw, he's got 3 cars, a lifted jeep, a 'stang for the track, and an '86 GL wagon for DD.....), and I just tell him I'll buy anything with the low CG and perfect balance of a horizontally opposed motor, longitudinal engine/tranny, symmetrical AWD/4WD, amazing reliability, offroad capability, etc. etc. etc. etc. huh....looks like I eliminated pretty much everything else on the planet. I did own an '84 Audi 4000S Quattro for a month or so in high school. similar car to drive, and had a pretty impressive following, but man were parts hard to find. then I got into the subarus. now I've made a switch to Toyota for my offroading. and I think GD hit the nail on the head as to why.....parts for older soobs are almost impossible to come by in this part of the world. they've all rusted out and been crushed by now (or they're owners love them too much to part with them). junkyards have a loyale, and 35 legacies. And most of the wheeling in this part of the world is rocks. solid axles and lockers are king. making jeeps the rig of choice.

torsion bar = more travel....

EA82s are not interference....but, if the driver's side belt breaks, the car will not run (disty is run off that side)

that's easily possible on any soob. just need extremely unequal length headers. there are a few aftermarket options for the EJ N/A motors, and you could pretty easily fabricate some for the EA82.

they are. phase II EJ22's didn't start until '99, but the phase I's were interference starting in 1997. yes, borla makes headers for them, but they're rather rare. and there aren't any cheap immitations (which typically don't have the cracking problems that the genuine borla ones do).

dual port EJ22e + borla headers and custom 2-2.25" exhaust all the way back with a nice resonator and a straight through muffler (magnaflow or similar). or do what I did, gut both cats, leave off the muffler, and rock it stock there's a dairy queen right next door to the Domino's where I work. on warm days there's easily 15-20 people standing outside the DQ. when I open it up to jump out into traffic EVERY one of them stops what they're doing and watches me go by.

well, waterproofing precautions will have to be taken in either case....neither option would really be much easier. a carbed setup will have a disty....I could never keep those damn things dry on my EA82s.

well, it all depends on what you want out of it. and there are many of us who have taken slightly different routes (although I believe the OBD I EJ22e with an RX trans behind it is probably the most common), and all of us love what we got. the simplest/cheapest option is an OBD I EJ22e from a Legacy. the OBD I wiring is slightly simpler than OBD II, and early legacies can be had for virtually no investment. best sleeper? EJ257 and a GT40R...I think 500+awhp in a loyale would qualify. again, the engine management route depends on what you want out of the whole setup. if you intend to keep it close to stock, use the stock management, aftermarket will probably mean quite a bit of work tuning, and some sacrifices in driveability.

yep, and the important part from the post above: "the smallest plug (should be 2 pins tall by 4 long) are ALL grounds. this was part of the problem with my origional install. I saw these grounds, but could not find that connector (my donor legacy had only 2 plugs). I later got another copy of the wiring diagrams, that looked identical, except when referring to these plugs. this diagram only had the 2 plugs, and showed the same ground wire cluster to go through the larger of the 2 plugs. instead of a plug of their own."

I was in a similar predicament about 4 years ago. had this '92 3AT FWD Loyale that came from Florida (virtually rust free), and had begun to replace it with 4WD EA82s. started with the POS Iowa '85, which almost broke in half, then the 2 lifted ones. then I used the parts from the '85, along with the motor from my mom's former daily driver ('92 legacy), among a few other parts, to make what really is my dream subie. But, when the original opportunity presented itself, I couldn't afford to take on the project. my parents wanted me to just sell it before it turned into total junk. but I refused. leaving it sitting in the yard beside the garage for years. until last summer. What was my first car, and earned the nickname P.O.S.U.V., turned into the FrankenWagon, and one of the sweetest, and most famous EA82s in the state! long story short. keep him, keep your eye out for a rusted out D/R GL for virtually nothing (4WD conversion parts), strip that and then look for a Legacy EJ donor. accumulate parts, and even more knowhow, and when you're ready, you'll be able to make Bucky into everything you've ever dreamed. One of my favorite things, is when people at work ask me how many miles are on the car, and I reply, "well, just rolled over 183k on the body, so it's rather young. The motor's going on 250k, and the tranny had about 200 before it was pulled from it's original car, and was in someone else's wagon for 30-40k before I put it in mine." it really says a lot about how much you care for the car, and how much you're willing to do to keep it alive.

no numbers....but I've seen them side by side, the valves in the single port heads are noticeably different. I'll look around on NASIOC and the like for any documented differences.

yea, that's about right :cool: there's a crossing at the iron range orv park that's got nice hardback ground under it that's a lot of fun. not really challenging, but entertaining, and no worries doing it alone.

What makes you say that? I've got my 22e bolted to an RX trans via an adapter plate. and love it to death. only dissapointment is the lack of on-street traction devices (but I intend to drop a front LSD in there before too long).

yep, Phase II didn't start until '99 it'll have single port heads too (higher flow than dual port, but fewer aftermarket exhaust options).