Numbchux

So, as I mentioned in my other thread, I'm helping a buddy swap an EJ22t into his N/A gen 1 Legacy. as part of this swap, he's wiring in an aftermarket, standalone ECU. so we've got the entire dash out, and have been tinkering. so I took a few pics of what the car looks like with the dash off, but the wiring still in the car, and labled a few things worth noting. Also, these pics are with the HVAC ductwork still installed. this will all need to be removed to effectively pull all the wiring you'll need. but you can still see many of the connectors that you will later be working with here. I have resized these pics for posting on the general forums, but they will be in higher resolution, aswell as include better descriptions in the full write-up. hopefully to be ready for distribution by the end of the year.... Passenger side: in the center, towards the left, you can see the blower motor. The large grey metal box, with the black relay next to it, are parts of the cruise control unit. it's probably possible to get this to work in a swap. but will add a level of complexity. I would recommend using an EA cruise system, as it has it's own harness, and attaches to the throttle pedal...aswell as plugs right into the dash and steering wheel mounted buttons. Underneath the cruise box are a number of connectors that lead back into the rear of the car. virtually all of these are unneeded. they're for power locks, windows, tail lights, etc. all of these functions will still be controlled by the EA harness. although, I beleive the fuel pump wire does go back through there. but you can cut it off closer to the relay, and splice it into the EA harness under the dash. Drivers side: Here you can see where we've started marking each individual wire that goes to the ECU, since we will be cutting off the ECU plugs and splicing in others. For an EJ swap, you won't be doing this, but marking the wires may make identifying where they go much easier! also, I've circled the blue and white connectors under the steering column. These are the ones that go up into the Dash. you will need more than a few wires from this cluster, although it's easiest to identify them by tracing them from the ECU. (I have not found a good pinout of those connectors...) you may also want to remove the steering column, aswell as it's support bar. this well simplify the removal of the harness aswell. location of main/ignition, and fuel pump relays: This is in the farthest/highest left hand corner of the cabin. above and behind the ECU. The round 4-wire one with the green plug is the fuel pump relay, and the brown, square 6-wire one is the main/ignition relay. also, circled in red, is the large, grey connector, through which all of the wires that go out into the fender go through. you can undo this connector, which simplifies removal, and installation of the harness. I have a good pinout of this connector aswell... Circled in blue, are the green test mode connectors. the black read code connectors, and the select monitor connector should be near these...You'll want to save them (maybe not the select monitor, as there's nothing that a code reader could tell you that the flashing CEL can't...but the other 2 pairs, for sure!) another view of the relays: this is from a lower angle. you can see the ignition relay (circled) better. and the fuel one is just above it. The round relay with the white connector in the foreground is a headlight relay. you won't need to save these off the legacy donor.

I should mention that I had a wheel bearing fail about 8k miles after the lift on my wagon. but the car was 220k miles old, had been cared for pretty badly (I have no reason to think these bearings would be anything other than origional), the car had been under water numerous times, and I had probably swapped an axle in and out of that side 4 or 5 times in that period of time. 2 of which on the trail (I'm sure I got some sand or something in the grease in the process...). and, it's not a big job. if you can change an axle, you can change a bearing...no need for a press or anything, just a big hammer, a big socket extension for pounding out the old one, and a big socket (the 36mm that you used for the axle nut works well) for pounding in the new. just make sure they come out and go in even, and you're set! Bearings are really quite far down on the list of things to be concerned about.

when I had mine apart. I'm fairly certain that the front and rear actuators are mounted at a different angle in relation to the locking mechanism. But I suppose it is worth a try...

The rear door already has an actuator (assuming the car has power locks already...). you need one in the front. the power lock system works by having a sensor in the driver's side front door that tells the rest of the actuators to do the same. if you have an actuator move the one lock, the rest will follow. I like the idea of getting one from a RHD car!

what higher altitude? we were on our way to CO, but noticed it in Iowa. E85 has an octane of 100+, when mixed with regular gas, it raises the octane. So if you added some extra ethanol to regular gas, it would raise the octane rating.... I could sware we saw at at least 2 different stations in Iowa, that the premium gas (92 octane, IIRC) was higher than 10% ethanol, but not nearly 85%. This is just from memory, and was almost 2 years ago. I also don't understand how the premium could be selling for less than regular, if it doesn't contain more ethanol.... I'm no expert, by any means. but I have talked with MANY people who have used E85 first hand. I'm considering running it, so I've been doing some research. I'm just relaying what I've learned, and what's applicable here in MN.

lol....sorry I was so sure that when we went through there on our way to CO, all the gas stations said like 20-25% ethanol for the premium....We talked about it a ton that week, suspecting that that was part of the reason why the octane rating was higher, that it had more ethanol.... I wonder what it was that we saw then....

OK, I'm over here working on it again...I had it backwards. his donor EJ22t is from a '91, and the car it's going into is a '93.... so that makes more sense.

Iowa's 'premium' contains much more than 10% ethanol, that's why it's cheaper (government subsidized). And when I say I've heard, I mean talking, in person, to people I know and trust and I know have actually done it. not just stuff posted on internet forums. including one highschool buddy, who's probably done less work on his own car than I have... Anyway, I don't know the proven facts about how much energy they use. only that a ~90% E85 mix with 89 octane did not yield a 30% decrease in mileage. there may have been other factors involved...but that's how it ended up.

Unfortunately. I don't think there's any pattern to it. as this case proves 2 of those statements wrong. '93 EJ22t donor had 3 square connectors '91 N/A legacy has 2 connectors. I don't have my VSS hooked up. it runs fine. I've got some cold starting problems, but I have no reason to think its related. However, your car should have a VSS (refferred to as a Reed Switch on the diagrams) in the dash. I have the neutral start switch wired so it'll always start. I've had to use the starter to move the car a few times.... and yes, a comprehensive write up is not far away...But there's a ton of information out there, so pulling it all together is taking time....But it will be soon.

E85 is more readily available than race gas.... although most of the guys I know using it, are tuned for premium, and run an E85 mix with 90, or 87 octane. So they're averaging ~95-100 octane, and spending less than premium would cost. and from what I've heard, E85 doesn't hurt your mileage 30%...my buddy was running it on his turbo'd impreza, and was getting ~22 on regular gas, and ~20 on E85...(and he was running pretty close to a pure mixture). it may be different in other parts of the country, but virtually all the gas here in MN has some Ethanol in it....and E85 is insanely subsidized by the state , so it's quite cheap. easily $.50 cheaper per gallon than 87 octane

IMO, the rear disc conversion should be #1 on any EA Subaru's mod list! It's an amazing upgrade, whether for offroad, or on.

OK, I was helping a buddy swap an EJ22t into his OBDI legacy. We found that some OBDI legacy harnesses have 2 connectors between the body side harness, and the engine harness, and some have 3. These are the larger grey ones by the battery, they come from in the driver's side fender, and plug to the part that's integrated with the intake manifold. First of all. in the 3-plug system. 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. Here's what we found...and it doesn't look like there's a pattern based on year... 2 plug systems: '91 FSM .pdf file my '92 Legacy donor car my buddies '91 legacy my dad's '94 legacy wagon 3-plug: '90-'92 Chiltons diagram his '93 EJ22t donor car what years do people here have, and what plug style? I'd like to be able to add a more comprehensive description of which systems can be found where to my write-up (given up on the Geocities page....just making a .pdf....) ALSO. The engine harnesses are interchangeable. our solution to the problem above, was to use the engine harness from his 2-plug, N/A EJ22 in place of the 3-plug one on the EJ22t. which also means that all the extra sensors required for the turbo (only a few, I beleive) get their wiring via the loom through the firewall. it also appears that wiring-wise. an upgrade from an OBDI EJ22 N/A to an EJ22t is VERY simple. just string a few more wires, change a few things at the ECU, swap ECUs. and go. This is VERY good news for me!!!!

^^where do you get this? I'm not trying to be insulting, but there are some awefully steep claims in this thread without much physical proof. MANY EJ-series subaru guys run E85. Search Nasioc, RS25, Legacycentral, etc. I have not yet tried it, but it's a higher octane, and burns cooler, so it's great for aftermarket forced induction situations. and I intend to run it next summer. what I've heard, is that you can't just switch straight to it. and running such a rich mixture doesn't help either. start with just a few gallons per tank. and work your way up. the EJ ECU can easily accomodate the differences required...the EA one? who knows. I'd worry more about overloading the injector in an SPFI car... it is a solvent, and can be a bit harder on things, this is also part of the reason to not switch immediately. but has been used successfully in subarus many times before.

look what a search dug up: http://www.ultimatesubaru.org/forum/showthread.php?t=6076&highlight=rotary+rx http://www.ultimatesubaru.org/forum/showthread.php?t=25637&highlight=rotary+rx http://www.ultimatesubaru.org/forum/showthread.php?t=38923&highlight=rotary+rx ^and that's the last I've heard of it...

won't need a lift to fit 15" wheels. hell, I'm planning on putting 18s on my loyale, with it lowered. it's the TIRES that matter. stock tire diameter is about 23" you can go up some from there without a lift...but not a whole lot that said, it depends on what you're doing. if you're just doing it for looks, or somewhat mild wheeling. the BYB kit is the best for the money. it comes with everything you need, doesn't stress things too badly. but, if you intend to push the car to it's absolute limit. SJR all the way. the kit is a bit more expensive, and I beleive doesn't come with a lengthened steering shaft or pitch stopper. but those are pretty easy... anyway, SJR does some very cool things to protect the weakest links of the car. you'll still bend and twist control arms/radius rods. but you won't rip the captive nuts out of the unibody where the radius rods/tranny crossmember bolts up (I did this on both sides of both an AA lifted EA82, and a BYB EA82, as well as more damage to the rear of the BYB one). I've had a BYB lifted wagon, and an AA lifted one. aswell as worked with SJR on a few things, and purchased a part from him. I wouldn't consider anything other than an SJR kit. feel free to pm me if you'd like any other info

it depends. those wheels are usually also wider. so there isn't that much extra stress on them. however, they're not too bad. we had to put a set in my mom's car ('92 legacy) after a little over 200k of normal driving. you may put a little extra stress on them...but I don't think it would be that bad..

More evidence that our sport is under the Microscope....and we have to be careful. Someone posted this on Yotatech, and it made me very angry, so I did some research, and using my UMD database found that it was indeed published exactly as you see it here. and also found that roxanne Quimby no longer has almost any financial connection to Burt's Bees, so boycotting them won't really help much... anyway, here's the article: Recreation Peeling Out, With Impunity Now people who rip up the earth have their own parks; a Hummer spitting gravel By CONOR DOUGHERTY December 2, 2006; Page P1 GILBERT, Minn. -- Several weeks ago, Dan Olson took a drive in the woods, revving his blue Chevy Blazer through mud banks and over piles of boulders, coughing up plumes of smoke that smelled like a freeway accident. In most towns, that would get you arrested. But Mr. Olson had traveled 4½ hours to an off-road park here that caters to all-terrain vehicle, Jeep and dirt-bike owners looking to tear around nature without fear of a trespassing ticket. "It's a lot of fun," says the mechanic from Colfax, Wis. Area BFE in Moab, UtahThere's a new refuge for people whose hobbies run on the wrong side of public opinion: parks -- often on private property -- where guys (it's mostly men, but wives and girlfriends often come along for the ride) can rip up the earth without fear of the enviro cops. Over the last decade, the federal government and a number of states have banned off-roading from millions of acres of public land. Yet these vehicles are increasingly popular -- sales of ATVs over the past 10 years have almost tripled. That gap has created a business opportunity for entrepreneurs and local governments. The parks -- there are now dozens, from South Carolina to Utah -- are gaining traction just as the off-road industry is rolling out a new generation of tricked-out vehicles: from buggies that climb up 80-degree inclines to the Quadski, a jet ski that converts into an ATV on land. The Rough Terrain Vehicle, a $30,000 buggy-like contraption from Rhino Off-Road Industries, has waist-high tires and roll bars across the roof. "Think of it as the child of a monster truck and an ATV," says Howard Pearl, Rhino's president. Many of the off-road parks set up picnic tables and Port-o-Potties along the trails, which have names like "Axle Trap" and "Undertaker." Some offer ramps for trucks to attempt 50-foot leaps -- one park owner calls them "Dukes of Hazzard" jumps -- while others tout mogul runs of six-foot-high dirt piles and open fields for spinning donuts. At Iron Range Off-Highway Vehicle Recreation Area, the abandoned ore-mine-turned-offroad-park in Gilbert, a number of ATVers use "snorkels," or plastic extensions that allow vehicles to operate under water. The devices are banned on public lands in the state because submerged ATVs can pollute streams. Dave Schotzko, assistant manager of Iron Range, says that's not an issue at his park: "You can't really harm a gravel pit," he says. The nation's off-roaders still spend most of their time on public forest and desert lands. But designated parks are increasingly an option, particularly for off-roaders in urban centers. Whether the parks are owned by private individuals or purchased by state and local governments to attract tourists, the goal is the same: to give off-roaders a place where they can escape the complaints about noise pollution, tire tracks and frightened animals. In West Virginia, the government runs the Hatfield-McCoy trail system, a 500-mile network stitched together on land owned mostly by coal, timber and gas companies. Some 24,000 off-roaders used the park last year, compared with around 4,000 in 2001. In South Carolina, a pair of entrepreneurs have sunk $8 million into Carolina Adventure World, which is set to open early next year with cabins and a handful of yurts. Then there's Jeremy Parriott. The dirt biker and several partners paid around $1 million for 320 acres in the Utah desert, renamed it "Area BFE," and now let bikers and off-roaders ride free. Iron Range Off-Highway Vehicle Recreation Area in Gilbert, Minn.For off-roaders, crackups are part of the thrill. At Iron Range, the same weekend Mr. Olson was tooling around, another Chevy Blazer tried to navigate a steep incline of mud, and tumbled down sideways, caving in the roof and ripping off a tire. A Hummer got stuck halfway up another long hill, its tires spitting gravel, and had to be bailed out with a winch. The parks, though a popular outlet among off-roaders, aren't universally embraced. While the sales of former timber farms and other big plots provide an opportunity for well-heeled off-roaders to set up a ATV park -- they also provide an opening for conservation groups eager to rid those areas of "consumptive uses" like hunting and motorized recreation. While the park in Gilbert was proposed in the mid-1990s -- at the time, the land was a popular spot to (illegally) dump old couches and refrigerators -- it took several years to realize. That's because of noise complaints, a lawsuit and the discovery of a rare fern on the stripped iron land. It took Richard Mull four years to open his off-road park, Brushy Mountain Motorsports Park in Taylorsville, N.C. The first time Mr. Mull, a real-estate developer, tried to buy and rezone land, his plans prompted a big enough backlash, including threats of sabotage if the park were opened, that he abandoned the project without a fight. "We basically walked away from a year's time and $25,000 and started again," he says. The off-road community argues that dedicated parks minimize the environmental harm. Trailpass, a network of private trails mainly in the Eastern U.S., says that its 1,000-plus miles of trails are built with bridges, to keep riders out of natural creeks, and switchbacks that counter erosion. Mr. Mull says he won't let in tires with more than a 3/4-inch tread because they rip up his trails, which he then has to pay to repair. The off-road park clientele ranges from kids to retirees, and the trails are set up to appeal to novices as well as thrill seekers. The parks have borrowed the ski industry's green-blue-black nomenclature to rate the difficulty level of trails. PLAYING DIRTY A snapshot of some of the off-road parks that are popping up. NAME PRICE DISTINGUISHING FEATURE COMMENT Area BFE Moab, Utah Free Ramps are set up for a 50-foot leap -- the owner calls it the "Dukes of Hazzard" jump This park, on a uranium deposit in the Utah desert, is one of the more extreme in the country; among other tricks, it has metal railings that cars jump onto and slide down Hatfield-McCoy Lyburn, W.Va. $19/day ATV riders can hit a McDonald's drive-through because the trail system runs through some small towns Among the country's largest off-roading networks, with 500 miles of trails spread over four counties in southern West Virginia Durhamtown Plantation Union Point, Ga. $25/day ATVers have to share the park with hunters, anglers and skateboarders The 8,000 acres are deep with history, from remnants of moonshine stills to a cemetery that holds plantation families and slaves Paragon Adventure Park Hazleton, Pa. $25 to $35 Off-road classes ($500) teach truck owners how to wade through water -- and recover their truck when it gets stuck The park has everything from green trails ("Turtle Trail") to trails that can't be accessed without a park guide ("Death Valley") ATVs have also come under fire for their safety record, especially when the riders are children. The Consumer Product Safety Commission estimated that in 2004, the latest data available, ATVs were the cause of 136,100 emergency-room-treated injuries, up 48% from 2000. Mike Mount, spokesman for the Specialty Vehicle Institute of America, the trade association for the ATV industry, says that because of the big increase in ATV usage, the injury rate has remained flat for the last couple of years. "We still want that number to go down," he says. For towns like Gilbert, off-roading represents a chance to diversify an economy hit hard by the decline in mining jobs. The town's population has plummeted about 30% over the past two decades, to 1,800. The off-road park has spawned some new businesses in town. Fun Time Rental, which rents out ATVs and snowmobiles, runs out of stock most weekends. Across the street, Milt Lerfald, a laid-off miner, used savings and a bank loan to build a $500,000 car wash that caters to all the trucks and trailers that now pass through town. But others are using their money to keep offroaders away. Roxanne Quimby, former CEO of cosmetics and candle company Burt's Bees, has spent just under $40 million since 2000 buying some 70,000 acres of forest land. She has shut down dozens of miles of ATV and snowmobile trails. For riders that ignore the new mandates, Ms. Quimby has erected gates, destroyed bridges and culverts that patch together trails, and laid boulders across access roads. "It's bad news for them when I buy a piece of property," says Ms. Quimby. And some real information about the Iron Range OHV park, from personal experience, and from some of the congressmen that spoke at the MNOHV.org rally at the capital last month (these are my words, copied from my reply to the thread on yotatech): the Iron Range Off-Highway Vehicle Reacreation Area (IROHVRA) in Gilbert, MN was an iron ore open pit mine until 1985. from 1985, until 1997, it sat unused. in 1997 when volunteers started cleaning it up, they removed hundreds of thousands of tires, something like 8 abandoned, and burned vehicles, hundreds of appliances, etc. etc. and it was a 3-4 year project before it could be opened to the public. which also proves the irrelevance of their statistics. the 30% population 'plummet' in the last 2 decades was since the mine was shut down, and has nothing to do with the off road park, which has only been open for about 5 years (IIRC it opened in 2001). and, the $40 3-year entrance sticker pays for much of the cost of keeping the park open. not to mention annual events like the Crawl 4 the Cure, the MN4WDA spring convention, and the MN-Jeep summer run. You're also required to clean your rig off before leaving the park. another interesting tidbit. By acreage, the state of Minnesota is the 3rd largest land owner in the country, after the Federal Government, and the State of Alaska. and yet, of all that land, there are 11 miles of trails outside the 1,500 acre park where ORV's are legal. for more information, visit http://www.MNOHV.org If you want to do something productive. write a letter to your state and federal senetors and representatives. a letter, not an email. evey a postcard has much better chance of getting read than an email. most congressmen have a secretary go through their email boxes and show them the ones worth reading. Tell them were you stand on issues like this, make sure they know what you beleive, and how you stand. DON'T be offensive. be careful of your wording, otherwise you'll get dismissed. but make sure they understand that at least some of their constituants value their ability to enjoy the land this way. another tidbit. the Minnesota congress almost made it completely and totally illegal to use an OHV (that includes bikes and ATVs). The House of Reps approved the bill, but the Senate turned it down....but just barely. Our hobby is under the microscope. So be careful when posting pics (the extreme opposition likes to take things out of context). and make sure you are keeping it legal. the more illegal use there is, the more leverage there is for taking away legal places. Fighting with other people who agree is pretty dumb. Get out and do something productive.

if my wagon hadn't sold, I was going to try this. There's a company in the cities that does cryo treating, and I hear they do everything. I guess the owner cry treats his razors so they last like 10x longer. anyway, every spring they do a group buy on stuff. and people have their engine components frozen, aswell as brakes, etc. I was going to pull a double DOJ axle apart, and have everything frozen.... I probably still could, and ship a pair out to someone.... Matty B. another local guy ran his impreza wagon with a welded rear end for awhile. here's a video I took at one of our meets last year: http://media.putfile.com/Fuji-doing-donuts-with-his-welded-rear-end

yep, the diaphragm looks identical. when I got my RX trans, I didn't get any linkage or anything with it. so I pulled the vacuum switch and lines from a loyale. they fit perfectly.

YES!! and do it! you'll love it.

tried it. doesn't stick well enough to the lines. and still leaks. although not as bad.

loyales, and maybe DLs had pushbutton S/R 4WD. and it's vacuum operated. unfortunately, I don't have any pics for ya...

I'm sooo glad to see the DeathHatch will be finished!

I don't think so either...

I realize that. but it got me thinking... I've had a Napa reman'd axle explode like you describe on the trail. yea, it's a mess. anyway, that's what I wanted to hear. I just couldn't remember of anyone telling of having real problems with a welded rear end. and that thread made me think it might have been a myth...