subarubrat

I would not. The ground clearance just isn't there for a Tcase. It would practically be siting on the ground. I would say somewhere around 30s and 8 inches lift would be a fair starting point. 30's with an H6 is pretty decent, better than stock, but with the EA81, I would go T case.

"Kind of a holier than thou comment" The unfortunate truth is there has been ALOT of bad information posted recently. It has gotten worse lately. I hate to see people investing time and money in major projects, some of them on their sole daily driver, that is based on speculation presented as fact. People who have never owned, used, or even seen in person a certain product or part are making absolutes that others are basing their choices on. So yes, I am a little tired of reading declairations of how a 12 inch lifted sube would handle by someone with a stock wagon. Or how a tire would or would not clear if they have never tried. Having never tried to fit 215/40/15 Rs on pugs onto an RX I would not write a rant about how well they fit and perform. So say it is holier than thou but I want to see PhatBrat running those 31s and doing so without all the hassle I went through by having insufficient lift.

Yep, put it on, then pull it off and shelve it till next year.

Heavy trimming will get you enough clearance to mount them at 6 inches lift but the turning radius will be rather poor as it will rub inboard. Trimming and 8 inches will get you proper clearance for a decent turning radius and allow you to fit the Tcase you will eventually want to look into. 31's will be a big impact without re gearing. This is based on actual experience, take it or leave it. I am sure the Mods Planned: crowd will be along to pontificate on how it will fit otherwise.

Some 28 inch swampers will take care of those measurements....... And a small 4 inch lift.... Seriously Dave, if you get a lift, bring it down and I will install it for you. Here are some pics of Hocrest's BRAT at the Carlisle show: And look, even the tailgate and chrome cap are solid.

Mine on my 82 was just a snap in plate that took some effort to get under but once I got a flat screwdriver under it it popped right off. The holes were there so I snapped in the clips and installed a real step in the hole for one on each side, I take it that is what you are trying to do?

Curry's in Chantilly is decent, unfortunatly there are not any Subaru specific shops. What sort of work are you looking at?

Nuked the axle by blowing the inner cup in half and spun it out of the other cup. It also tore the washer off the passenger side mustache bar. How? HARD launch on pavement in RWD, sort of a drag race thing..... I was pushing my luck and this time it went kaboom. It will be good to go in the morning.

If it was done with a good old school representation like the above mentioned VW pubs I would go for it.

I was very divided on the use of a non subie power plant in my own rig. On the one hand it is a cool engineering task and I was looking at the cummins turbo diesel w/ allison tranny. The sounds alone would have been worth the trouble. But on the other hand, one of the top questions I get is "Is that a V8 in there" or similar and I can always say Subaru all the way. There is a great pleasure in being able to say it is all subaru but one gear box. Then there is the nay-sayers who don't want to believe that this BRAT just ran a hill that their Jeep or chevy couldn't take. So they look for any excuse to attribute it to something non-Subaru; "The only reason it can do that is because he took out all the Subaru stuff" etc. etc. That said, I was really wanting someone else to do the non-subie swap so I could see it! I would still like to get another BRAT and build it in a dually config with a Cummins and Allison combo.

I have an Ed-Dahl set on my BRAT as well, great work. If McBrat is making them too I wouldn't hesitate to buy a set from him sight unseen. Either way you win. Dahled@aol.com is where you can reach Ed.

Moosens, I shot you an email about two weeks ago. I should have a concrete route by the first of next week. As for 400-800-1000cc, I am already doubeling the standard so I feel OK in what I have chosen. I feel unnatural saying "no that's too much" but bottom line is there is a size limit.

Zap, I need to ring you as well. When is a good time to call?

I thought about it, I really did. I was kicking around the idea of mating it with a banshee or other high performance 4 wheeler. It would be fun but the body is just too rare to flip and bang around. And ultimatly just for playing around, the shifter kart is going to offer better performance. The motor will be a 250cc 5spd cycle engine.

They are shifter Kart specific wheels, about 9 inches tall (tire height) 10 inch wide in the rear and about half that in the front. The kart will be under a BRAT go kart body just like this one (but Sonic Blue)

I believe it will be faster than you average shifter kart but I am not building it to fit their rules, rather to fit the BRAT body and my goals so I am sure it would be way out of allowable spec.

Yeah, think about it, 17 years after they went out of production we have more of a community and things such as lift kits, 6 lug swaps, Tcases, etc. that we never even imagined back when they were new. When I had my 86 back in the day, I would have never imagined that we could actually have what we have today. But they are RARE out here. I have seen 3 in 4 years of living here. One beater, one in good shape as a mail truck, and one clean on that some old man drives and he has no clue as to what he owns, he just owns it.

WOW That Gen 1 looks great like that, first one too I believe. The Gen II is great but the Gen 1 looks more "futuristic". That is fantastic work!

I got the body paid for from McBrat and the pickup to get it to my place is in the works. I have been working on accumulating the parts for the build, and starting to work on the layout. When I get the body I can do allot more for the chassis fab. The tires showed up yesterday and they are nuts. Big fat wide and soft. For those of you who don't know already, I am building a 250cc shifter kart for a BRAT go kart body. Not for racing, I wouldn't risk the body, just for fun.

It was done for a friend (the swap) the BRAT and XT are my projects. I wish I had the time to document every project of mine. I assure you I have just as much classic arcade stuff going on that is completely undocumented. I know how much people like Hassey, Adam, etc. helped me out with their documentation and I try to help others. This swap in particular was in an OBS and in all honesty it was an easier venture than the factory turbo parts onto an EJ25 we did on Blaster88's 00 RS. They key is prep, have the harness ready, have the tools ready, have a clear plan. You can start on Friday and take it to work on Monday if you are prepared. If you start off with nothing prepped, ECU unwired, digging around for tools or making runs to the store, forget about it. The XT747 project (allison A250 turbine in XT6) is getting well under way. That will take probably as long as the BRAT did if not more. Now THAT is not a bolt in opperation. Sure, give me 20gs and a full shop and I could have it done in a month, but I don't have that. Plus it is getting interupted by the BRAT shifter kart. My point here is that an engine swap such as a WRX engine into the 93 this fellow has is an affordable bolt in opperation that will provide real performance.

Performance costs money and takes effort. If you expend neither you will not have the results. Some may be willing to gather around you and pat you on the back pretending that by removing your intake silencer and going to a $20 Autozone turbo muffler you have created a performance vehicle but I am not. Or to be more direct, putting a tornado POS intake and an FPR on a stock engine. This sort of swap can be done in a weekend, it is pretty basic on the scale of things. It is just petty and small to go around bashing those who can do what is beyond your personal skill or $$$. I don't have the skills or the funds to pick up a Z06 Vette and all the goodies to do an 800Hp build but I won't go calling Lingenfelter's work stupidity because he can and does. I don't have the desire to make myself feel better about where I am at by tearing others down. So you go on and believe that real perfomance is stupidity or what have you. I had people tell me that the BRAT couldn't be built as I planned or that I was dreaming, I had people tell me the turbine powered XT6 was not do-able, but I chose not to be bound by someone elses limitations and I did it. And I assure you that I have an ear to ear grin as I drive by the nay sayers. The only stupidity here is for someone seeking real performance and a uniqe vehicle to be held back by a nay sayer. You may also want to check your dictionarys for the meaning of discouragement. You will find that discouragment is telling someone that it can't be done, not that it can and has.

Yes it can be done, and it may not be the best way to go. Here are my experiences and suggestions: IF you went ER27T I would suggest single turbo, much simpler and room is already at a premium. With the right pistons and internals I would suggest holding off at 240~260. I tried to push more than that and had some issues. 250 seems to be the magic number (this is all motor and yes some things are different) If you are dead set on the TT setup you could replicate my XT6TT. The XT6 already has a nice big bay with the length you need. The EG33 will fit nicely in ahead of it's "natural" position allowing for the pipes to clear. I ran two VF10s modified with thunderbird compressors and fed the TBs seperatly. FORGET about the stock ECU, you will need an aftermarket stand alone. Expect brutal performance but expect to spend about 10gs for the engine/ECU etc. At least half that again for chassis/suspension/brakes. If you are just after the power, I would suggest going with the WRX front clip and some basic aftermarket parts. You will get your goals met, and be able to upgrade to the WRX radiator/AC/front suspension-brakes/ all manner of good stuff if you take the time. The weight will be lower and your total cost will be around 2~5gs depending on power goals. All of this said, I understand the because I want to principle. I went with the ER27 in the BRAT for several reasons. First it mated to the Dual range tranny and gave me the power yeilds I wanted. But close behind that was the fact that it looks good, sounds good, and because I wanted to in part because people said it wasn't posible or practical.

I can't wait to see this movie! What you need is a Jackie Gleason type cop in some cut aways commenting on things like SMokie and the Bandit.

Well earned! Just an FYI, the EJ25 responds extreemly well to a 7PSI basic turbo kit Warranty Shmarranty, that's my motto

Can you Fed_Ex it?