wtdash

Yes, 2.2 EGR-equipped IM from a '95-'98 2.2 - Impreza or Legacy. The flashing CEL is.....weird. I think that's for 'active' codes, maybe? Are the GREEN diagnostic connectors under the dash connected? They should NOT be for normal use.

RE: EGR: If you find it let us know....that's why I created my post. If you search on here you'll find many EGR-related posts. None that I've read solve the issue. :-(

HI, You've likely got an EGR code, for one. The 2.2+5speed had NO EGR - most likely. But ALL '96-'99 EJ25D's should have it. Read THIS. The ECU won't overcome the lack of EGR, from what I've read. But the EGR code shouldn't affect perfomance. The car should run on the 2.5 ECU, too, as they weren't trans-specific back then. * *Tangent: I found out the SEDAN w/the 2.2 from '96 has the charcoal canister in the back like the '97+ Outbacks.

HI, I've read enough of your posts to know YOU KNOW your way around a Subaru, but How RU going to wire that EJ205 in? I'm not good w/the V-series of JDM stuff, so not sure on the year, but it may be older and not compatible w/whatever you have now. And the harness/ECU wiring may not plug-n-play...well. A couple of NASIOC v5/v6 Posts HERE and HERE, I found interesting. Those early 205's 'might' be the Hi-Comp (for a turbo) @ 9.1:1, which would help. I'm not an internal-engine piston/rod/etc. swapper so can't help. BTW, that 4.44 trans will be a 'screamer' on the highway. I've read 4K RPM @ 65mph in 5th, or something like that. Td p..s Thanks for the Partsouq.com info. I just ordered an old 90° elbow as a backup for my turbo'd '96 EJ22e.

A little Googlin' found THIS.....basically the 4 TC bolts (4 on the 5EAT's?) weren't torqued properly....but getting a torque wrench on those is near impossible. If you installed the 2nd one (that cracked) maybe an install issue (no offense)? If a NON-Subaru shop did it then, I'd find a real SUBIE shop. GL, Td

Yes...but this is for the P1 cars' electronics- pre-'99. P1 heads require P1 intake and electronics and won't work well>>easily on a P2. No offense to Matt167 but isn't the '99 EJ25D a P2 block w/the P1 EJ25D heads from the factory?...and you'd still have the issues w/the P1 vs. P2 electronics. Also, the '99 Forester was an odd year as it had the P2 EJ253 (per Wikipedia) and a MAF but not backwards compatible w/the pre-'99 MAF ECUs.

Which Internet? I just Google'd that #, and got this site near Seattle: http://parts.mikescarffsubaru.com/cart.aspx For $28.95 shipped. Call Jason Douglas there for maybe even a better deal...bought LOTS of parts from him always good service: Jason Douglas Dealer# 140714 Mike Scarff Subaru of Auburn 3025 Auburn way north Auburn, WA 98002 1-866-456-3025 253-737-1345

Hi, Clarify....you state Flexplate and Flywheel in the first post.....Flexplate = Automatic - 5EAT; Flywheel (FW) = 5-speed manual....they both connect to the crankshaft. Breaking a FW would be tough, so thinking you mean pressure plate, disk or? Flexplate's do break on occasion. How much boost/HP/Torque are you putting down? If stock, shouldn't break; 350+ just might? TD

Hi, REview THIS POST. Basically, you need a '95-'98 SOHC (ONLY) EGR-equipped intake manifold (IM). GL, Td

No. It will not. The USA/USDM Non-turbo DOHC 2.5 engines prior to '00 were the older Phase 1 version ('99 was transistion year and had Phase 2 blocks but used Phase 1 for everything else), and the electronics/sensors were not compatible. You 'could' technically use the short block, but I wouldn't recommend it unless it's new/rebuilt as used ones were probably overheated and/or the rod bearings worn out. And the newer ('11+) FB25 are also DOHC but not compatible either. GL. Td

Hi, Welcome. Although this site handles all Subarus, you may have more luck on NASIOC.com as they deal exclusively w/the Impreza, WRX and STi. Short answer is it won't bolt on 'as is'. The exhaust is made up of multiple sections, and the WRX exhaust is a bigger diameter. Part of it might fit, but you'd likely need to weld it or use adapters to bolt it up....and it provides NO performance improvement.

No offense to Fairtax, but I 'think' the EJ22+4EAT (not the EJ18+ 4EAT) in the '95 Impreza was OBD2...per this Post and this POST, too. Same as the '95 Legacy. It 'might' depend on the build date, but if it has the 2nd Gen (NOT Phase 2) TPS on the throttle body and if it has EGR on the 2.2, I'd also guess it's OBD2. A quick look on ebait and the TCU/TCM's for both Impreza and Legacy from a '95 appear to have the same pin/connectors, but the mounting bracket is different. GL, TD

^+1= LuckyTexan I'd add that the HG WILL FAIL on any Subaru prior to about 2011, when they changed from the EJxxx to the FBxx engines, IMHO (although the FB haven't proven themselves quite yet). Buffalo should have a few decent Subaru mechs that aren't dealer-based, which should be <$2K for the repair....but I'd stick w/a dedicated Subaru repair shop regardless. HERE IS ONE of the better used-car resources and the '06 isn't too bad. Usually the HG's are fixed the car will be (mostly) reliable for a long time. You may want to consider the timing belt/water pump/spark plugs, etc if you do the HG's, as they're due @ 105K miles, I believe....much ofthat stuff has to come off during the HG repair anyway, so may as well do it while it's apart....should save $200-300 (?) in labor costs. p.s. $4200 is Trade-In value (to a dealer) as the KBB Private Party value is $6700 (on Craigslist) w/those low miles...depending on overall condition.

^+1 I'd add: ALL 2.2 and 2.5 (and 1.8??) NON-turbo engines from '92-'98 used the same Green Label JECS or AUTECS MAF. p/n: 22680AA160 or 22680AA160F (same exact part; ones made in Japan the other in USA)

Look up replacing the Wiper Arm Bushings.....surely many posts on here/ online. My '98 Foz had same/similar issue and these fixed it. TD

EGR fix for '90-'94.

Read thru Legacy777/Josh's swap: http://www.surrealmirage.com/subaru/swap/swap.html Basically the reverse, but more work....yours is likely a 'cable' clutch setup vs. the hdyro/hydraulic used on the Turbos and EJ25D cars. The dash doesn't need changed unless you 'need' the AT Gear display on the dash...but the harness could be a real PITA....AT>>MT is MUCH easier. ....personally, I wouldn't bother. It that is a '90 AT it's the 4.11 and should work in any '90, '91, '95-'98 Subaru w/the 2.2. Any torque bind? TD

^ TZ = 1998 GT - see attached.

What's the TZ- code on the trans bellhousing? That's an easy way to verify the trans.

^ 1996-1999 OB should all work. car-part.com should show the interchange, too. EDIT: Car-part.com shows the FRONT and REAR shaft separately. The '96-'99 Front can interchange, but a quick look only shows the '98-'99 REAR interchange. I only checked AT info.

Clear this up a bit: As the OP stated, he can NOT get the codes to show up using the normal diagnostic methods...this is strange. The FWD fuse works regardless as it's directly connected to the Duty C ( I believe). 16 flashes or not. The FWD fuse DID work as stated by the OP and it STOPPED the TB, so YES the Duty C is working (but I'd personally still replace it while i was in there if the tailshaft is removed). There should be Black and Green connectors under the dash. The black were used on the '90-'94 models for CEL codes. Green for diagnostics...albeit, I'm not sure about the SVX use of these; FYI:1995 has turned out be something of a transistion year. SLOWNER44: What is the Maintenance history of the trans? Mileage? TD

^+1 So, the SVX tran plugs (under the hood on top of the trans bellhousing) plugged in perfectly to the GT's? Have you grabbed an SVX and GT FSM to compare TCU/TCM pinouts? TCU's you've tried for the GT or SVX? I've read the SVX trans is the same as the '91-'94 Legacy turbo - just different FD ratio....and the Legacy/Impreza trans are all interchangeable (including turbo) from '90ish-'98 (w/the matching rear diff), so if A=B and B=C, does A=C? :-) Anyway, I'd look @ the pinouts b4 swapping any 'hard'ware. Might be worth browing the http://www.subaru-svx.net/forum/ or similar for info? GL, TD

That harness is awesome. I wired an EMU into a '98 Forester project and ....will not do that again, thank-you. GL w/the swap.....and I'll have to keep this in mind when the next blown-engine Foz comes up on CL.

...and the front diff oil is easy to check -dipstick right there on the pass. side of the trans near speedo cable....the rear is the pain. Now, getting that torx(?) bolt loose to DRAIN the front diff can be a hassle. Td

+1000