subarubrat

My opinion, drop in the EJ22 NA, bolt on the turbo up and down pipes and turbo with IC. Mate that to the auto. Go with the 5 lug conversion and WRX wheels all around, they are dirt cheap because people take them off to upgrade and it won't fit much else. Drop in a set of low budget coil overs to make it all come together. Then strip out the interior and go ape on weight. You'll have a WRX killer for very little $$.

BRAT = 12~14 MPG Impreza = 18ish

Jay, it is my understanding that the added space is neccsarry and not a drawback.

Perhaps one day we can talk someone into selling templates or the actual adapter rings. I am sure allot of people out there could use one.

I have had a clutchmaster's/Fridenza sp? flywheel at 9.7 Lb on my car for three years now. All the driveability problems that people who have never used the product pontificate about are simply not true. It does aid in acceleration, engine braking is much more precise, and once you learn the method shifting is much improved. It will take a bit of practice to re-learn your shifting timing because it is much quicker, the tach will rise and drop lightning quick. If you rev and drop you can kill the engine but that doesn't happen in real world use once you adjust. But all the rumors about having to rev to 5 grand to leave a stop or what have you are absolute crap. I also have a lightened underdrive pulley. This is a PhaseII EJ25 @ just over 300Hp (turbo).

The Impreza ones are in tank anyway and won't work for your stock tank.

The codes you are reffering to are the model numbers of engines. Since many parts are common between different models when it comes to Subaru it is just as easy to refer to a group of models in a generation of vehicles by that generations engine model. For example, the EA81 is a 1.8ltr OHV pushrod engine and came in vehicles such as the BRAT, wagon, hatch etc. in the same time frame. These vehicles all shared transmission, engine, suspension etc. to a great degree. The EA81 is a fantasticly reliable engine and is used allot in the kit aviation community at double the stock output with complete confidence. The next generation of vehicles was the EA82 series. The RX, XT, Loyale etc. fall into this group. They are slightly larger and have more features. Again, they share many common parts. The EA82 engine itself has some reliability problems compared to the EA81 but is still a good engine. The current generation is the EJ series. These include the Impreza, outback, etc.They are larger heavier and have all your modern features. There are several EJ series engines ranging from the EJ18 1.8Ltr up to engines such as the EJ25T (T denotes turbo) in the STI. Again, these generations have a vast common component count. Even if a car did not have a particular component as a feature you can almost always retrofit it with little and often no modification. For example, a single range 83 DL BRAT can get a dual range tranny from an 85 wagon. Now what is even better is that there is also a fair degree of commonality of components or measurements between generations. In my opinion Subarus are allot like playing with lego blocks, just snap together parts and make what you want. An EJ25 will fit right down onto the crossmember of an XT with no modifications, and minimal fabrication is needed for the tranny mount. One could readily swap in a EJ20T (WRX engine) and tranny into an 84 hatch and then swap in the 5 lug system from the XT6 (an EA82 car) and allow you to mount standard 5 lug Impreza wheels. You can swap the disk brakes from a Turbo car over to the BRAT, or swap an EA82T into a 78 BRAT and use the turbo and intercooler from a WRX Impreza and just for S&G use the full time AWD tranny from the XT.

I just realized this is the only one I had online, I will have to upload more. This one is about 2 years old, the headlights have since gone back to stock after having 3 lenses break and it taking 4 months to get each replacement.

You know, if you did lift it, say 8 inches, and go with some MT Baja Belted 29~30s you could do it from a comfortable seated position.

DOH< I transposed two numbers and gave myself another 45 horses, that only works on hondas. It is actually 305 and has been for about 3 years now. The total mileage is about 138,000 with the first 38 being non turbo. The engine is turbo'd, intercooled and has a stock block and crank. The heads have been cleaned up, better cams with no overlap, and exhaust is through a 3 inch stainless system with 2 fake cats and no muffler. This is a 99 Impreza RS, P1 suspension, 22B vents/wing, 22mm sway bar, 9.5Lb flywheel with a clutchmasters stage III clutch, and a few other toys. The front seal on the pump failed and it was leaking out the wheap hole.

A stinkin water pump. Lets hear it for the EJ25.

I would suggest to just be registered as a secondary driver, let the BRAT be clasified as occasional use type and above all don't volunteer any information at any time, nod politley and don't ask any questions.

F*** You Mr. Insurance man.

I would also go to NAPA and pick up their adjustable fuel pressure regulator. It is a small chrome unit with a dial from something like 1~8PSI, that can help you fine tune the pressure.

There were ECUs on some carbed vehicles. The BRAT had them on some 82s for sure. It is mounted under the steering column on a plate with 4 bolts. The ECU only dealt with fuel delivery on the ones that I have seen and timing was still strictly mechanical. On my 82 back when I had the 4cyl in it I had problems with the ECU and I simply disconnected it and threw it away, the truck ran fine after that for the rest of the time I had the 4cyl in it.

Bushbasher, the car was actually a pretty lousy car in terms of fit and finish. You could feel air blowing in at a few places, the door strap was a piece of leather stuck in the resin when wet, it rattled, squeaked, and the wheel bearings had a life measured in months rather than years. However it did look good and did what it was supposed to do well. It was loud, fast and fun.

I don't think that claim is true. The BRAT would have the same roll over rate as the wagon and I have never heard that about either vehicle. I would expect that he was just plain wrong or missinterpreting some data about rear seat deaths.

It happens on ER27 engines and they are a close relative of the EA82. They also like to suddenly strip and spin free just as they reach the specified tourqe.

What shape is the BRAT in? Is it driveable? Does it need any specific parts or work to be roadworthy?

Hands down the 22B Impreza. Mine is faster and handles just as well but I would swap in a heartbeat. Now, would I swap my BRAT, NO. The BRAT is too personal to me and I could not swap it even for a 22B. I did sell my Pantera to buy my first BRAT. And I would do it again.

82 Gl here, it had aftermarket AC though and I thought that was odd. In all honesty I was hoping to find an 83+ because my original BRAT was an 86 and I always liked the 4 headlights. However the 82 GL is the one that the Tamiya R/c BRAT is based on so it is a pleasure to have the 82 and it's mini me.

The trannys are interchangable without any modification. A junkyard is your best bet for stock motor mounts. I used an EJ series mount with only minor drilling. They were the stock mounts from my Impreza that got replaced with STI mounts. Carpeting can be done at allot of shops. If you plan on mainly road use with some off road use they make a real tough carpet for convertables that is usually grey in color. If you want to go all the way I would reccomend getting the interior bedlined. I did this and added weather proof seats so now I can carwash the interior too.

This week is a wash due to work and the ride to the wall in D.C. However, Chongo is putting together a cabin trip and off roading will be going on. That would be ideal. Think you can make it up for that?

Isn't it nice to finally be 99% done? To remember when it was a pile of metal and when crap was strew everywhere and now you have an actual vehicle that you can use... Congratulations on such a beautiful result of so much work!