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Posted by: Britain Smith Sep 9 2010, 10:57 AM

I have been going thru several of the threads regarding Subaru engine conversions to learn about the different ways people are performing the installation. From radiators to CV adaptors, there are several paths to take. Lets try to compile all that information into one thread. Anyone can contribute and I will take the information in the thread and update the top few posts with the details.

Here is a list of 914 Subaru related Threads:

http://www.914world.com/bbs2/index.php?showtopic=113579&hl=

http://www.914world.com/bbs2/index.php?showtopic=84842

http://www.914world.com/bbs2/index.php?showtopic=31579&hl=

http://www.914world.com/bbs2/index.php?showtopic=83031

http://www.914world.com/bbs2/index.php?showtopic=94994

http://www.914world.com/bbs2/index.php?showtopic=58431

http://www.914world.com/bbs2/index.php?showtopic=85845

http://www.914world.com/bbs2/index.php?showtopic=105407

http://www.914world.com/bbs2/index.php?showtopic=85005

http://www.914world.com/bbs2/index.php?showtopic=102573

http://www.914world.com/bbs2/index.php?showtopic=110974

http://www.914world.com/bbs2/index.php?showtopic=109434

http://www.914world.com/bbs2/index.php?showtopic=102887

http://www.914world.com/bbs2/index.php?showtopic=78501&st=0

http://www.914world.com/bbs2/index.php?showtopic=92942&st=0

http://www.914world.com/bbs2/index.php?showtopic=110974&hl=eg33+subaru

Posted by: Britain Smith Sep 9 2010, 10:57 AM

Cooling System


- Radiators

I have seen conversions with the following:

Griffin Radiators
1988 VW Jetta GL
VW Sirocco's
Honda Radiators

Not sure of the minumim size radiator you can get away with.

- Radiator Mounting/Shrouds/Fans

Here are a couple of radiator mounting pictures (with and without shrouds)

TonyAKAVW



DPCooper


HeaterGuy


Another


- Plumbing

http://www.rjes.com/html/material_choice.html

Good Thread on Hose Specs
http://www.914world.com/bbs2/index.php?showtopic=110924

Posted by: Britain Smith Sep 9 2010, 10:58 AM

Engine Mounting

- Stock Subaru Mount Points

There are some very creative and effective mounting solutions out there. Here are a couple I have seen.

TonyAKAVW - U-shaped mount bar.


DBCooper - Modified Renegade Engine Cradle.



- Aftermarket Mounts

Outfront Motorsports makes a mount which bolts to the bottom of the motor.

HeaterGuy:


Small Car Performance also make a similar mount (might be the same as the Outfront mount, not sure). http://www.smallcar.com/index.php?dispatch=products.view&product_id=29789

This is from Amenson's thread.


He modified it to fit to the stock 4cylinder engine bar.

Posted by: Britain Smith Sep 9 2010, 10:58 AM

Transmission Options

There are several different approaches to the transmission/CV options. Here are a couple of threads with further details:

http://www.914world.com/bbs2/index.php?showtopic=40733&hl=

http://www.914world.com/bbs2/index.php?showtopic=102887

http://www.914world.com/bbs2/index.php?showtopic=109003

http://www.914world.com/bbs2/index.php?showtopic=109522

http://www.914world.com/bbs2/index.php?showtopic=108808



- Adaptors/Flywheels/Clutch

For mating with a 901 transmission, there are three options that I am aware off.

1. Kennedy Engineering (http://www.kennedyeng.com/vw_por.htm)
Package consists of an adaptor plate, flywheel, and pilot bearing.
- 215mm flywheel package for $540 (Clutch Package $431)
- 9" flywheel package for $540 (Clutch Package $354)
(Clutch Package includes Pressure Plate/Disc/Throw-out Bearing)
- Flywheel weighs 19lbs.

2. OutFront Motorsports (http://www.outfrontmotorsports.com/clutch_flywheel.htm)
Offer a monolithic flywheel (i.e. 1 peice) in both 8" and 9" diameters with adaptor kit for $480
Also have a 2-peice welded flywheel for $440
Multiple clutch packages ranging from $110 to $250 with a 6-puck disc for $80.
Also mention a dual clutch disc set-up for a light pedal.
Flywheel weights between 15lb and 16lbs




3. Renegage Hybrids (http://www.renegadehybrids.com/)
Don't really break down the adaptor plate seperatly on their website.
Includes Billet Adapter Plate, Custom 9" Flywheel, Kevlar 9" Clutch Disc, Stage Two 9" Pressure Plate

Some random images of adaptor plates, I don't know which manufactures.






- CV Joints/Output Shafts

There are replacement output shafts for the Subaru transmission to 914 CV joint.


There are the option to machine a set of 911 axles to mate up to the stock Subaru CV joints as shown by BIGKAT_83.
"The axles are 911. These are a large enough diameter to be machined on the transaxle side for a Subaru CV joint spline. This gives me a 911 large CV joint on the wheel end and the Subaru joint on the transaxle side. "


- Shifters/Shift Linkage

Posted by: Britain Smith Sep 9 2010, 10:58 AM

Intake System

Couple of places to get tubing:

http://www.stainlessworks.net

http://www.mandrelbendingsolutions.com

http://www.verociousmotorsports.com/

http://www.mandrel-bends.com/catalog/mandrel-bends-34/6061-aluminum-16-gauge-54/

- Turbocharger Plumbing

- Intercooler Options

I have seen everything from stock Subaru intercoolers, air-to-air set-ups, and air-water set-ups.

DBCooper Air-Air


DBCooper Air-Water


Anklebiters Stock Set-up.


HeaterGuy Air-Air


Amenson Air-Air


Cool Air-Water inside the cabin.


- Flipped Intake Manifolds

Posted by: Britain Smith Sep 9 2010, 10:58 AM

Exhaust System

- Headers





- Mufflers

Posted by: Britain Smith Sep 9 2010, 10:59 AM

Electronics
- Stock ECU
- Aftermarket ECU
- Interfacing with the car

Posted by: Britain Smith Sep 9 2010, 10:59 AM

Oil System

- Different Sump Pans

Outfront sells a shorten oil pan for $270 which included a shortened pickup tube. They also list a mid-engine pan for $370, but I am not sure what the difference is.



Here is a nicely modified pan from TonyAWAVW with side kick-outs.


Bugat5Speed (http://www.bugat5speed.de/en/) offers a cast aluminum sump.
Details:
Some Product Details:
-Works with EJ 2.0, 2.2 and 2.5 blocks
-The sump is sandcasted like all our other parts.
-The capacity of oil is 4,25 litres (that´s only 0,25 less than original). If you shorten an original sump you loose about a 1 litre.
-It is very stabile (you can put a hydraulic lifter under it and lift the car), so nothing happens if the car is low and the sump hits the floor). If you have the original sump, that´s virtually impossible.
-The cooling properties are much better than with the original one. Water temperature is reduced by about 10 degrees Celsius, if you switch from original to the bug@5Speed sump.
-The pick-up tube inside the sump must be modified (shortened). But that´s no big deal. Anyone who does such a project will easily handle this task.
-The original dipstick can be used, but must be shortened a little.
- Overall dimmentsions are 275 x 320 x 120 mm (length, width, height).

*** One key point, these sumps will interfere with the stock motor mounts, if your using the RJES conversion. Will require modifications of mounts.





Small Car Performance also sells a cast aluminum pan. http://www.smallcar.com/index.php?dispatch=products.view&product_id=29943

Features
* Thickwall alloy aluminum for handling the worst conditions
* Stock Subaru oil capacity (4.3 liters) or 5.5 quarts when filled to the later Subaru level
* Shaped bottom for superior oil scavenging
* Finned exterior for heat dissipation
* Heliarc welded screened oil pickup
* Stainless bolts with aluminum washers
* Comes with o-rings for the oil pickup and for the stock or our flexible dipstick
* 4 5/16" total height saves over 2 inches when compared to the stock Subaru oil pan


- Dry Sump Set-up

Not sure if it is needed, but some have converted to dry sump set-up. The expense of this set-up can exceed $3K and is very complicated.

Posted by: Britain Smith Sep 9 2010, 10:59 AM

Fuel System
- Stock Tank
- Aftermarket Tank
- Fuel Pump
- Supply/Return Lines

Posted by: Britain Smith Sep 9 2010, 11:33 AM

Other/Misc.
- Parts that you will need but are not discussed

Posted by: Britain Smith Sep 9 2010, 11:39 AM

I will start going back and editing my posts with information that I have gathered so far. Feel free to contribute to make this a comprehensive list.

-Britain

Posted by: Andyrew Sep 9 2010, 06:33 PM

Coming along nicely! Think you can include links to where you found the pics/conversations?

Posted by: bigvag Sep 9 2010, 06:36 PM

I would like someone to come out with a how to make the shifter assy.

Posted by: charliew Sep 10 2010, 12:28 AM

QUOTE(Britain Smith @ Sep 9 2010, 11:59 AM)

Oil System

- Different Sump Pans

Outfront sells a shorten oil pan for $270 which included a shortened pickup tube. They also list a mid-engine pan for $370, but I am not sure what the difference is.



Here is a nicely modified pan from TonyAWAVW with side kick-outs.


- Dry Sump Set-up

Not sure if it is needed, but some have converted to dry sump set-up. The expense of this set-up can exceed $3K and is very complicated.

Posted by: charliew Sep 10 2010, 12:33 AM

QUOTE(bigvag @ Sep 9 2010, 07:36 PM)

Posted by: Britain Smith Sep 10 2010, 09:58 AM

CharlieW,

That is an interesting pan, I will add the details in that section.

-Britain

Posted by: Britain Smith Sep 10 2010, 10:55 AM

Lots of updates today. Enjoy.

-Britain

Posted by: Britain Smith Sep 12 2010, 07:46 PM

Anyone have some new stuff to add.

-Britain

Posted by: Andyrew Sep 12 2010, 07:57 PM

Very interesting motor mount you added. Uses the stock bar/mounts? Im curious how the owner of that car likes that as with that power you would think you might need some better mounts.

Posted by: blitZ Sep 13 2010, 07:31 AM

Pretty good summary. I've been looking for a picture of the Rennedage mount. Looks like it uses the stock mounting points for the engine and trans.

Posted by: charliew Sep 13 2010, 09:45 PM

QUOTE(Britain Smith @ Sep 9 2010, 11:58 AM)

Exhaust System

- Headers





- Mufflers

Posted by: charliew Sep 13 2010, 10:02 PM

QUOTE(Andyrew @ Sep 12 2010, 08:57 PM)

Posted by: dlo914 Sep 14 2010, 11:28 AM

Here's what our smallcar engine mount looks like after fabbing it up for 914 use.



There isn't much progress lately on our project, but here's our thread link:
http://www.914world.com/bbs2/index.php?showtopic=92942

Posted by: Britain Smith Sep 14 2010, 11:34 AM

Thanks for the pic.

The one difference I see between the Small Car mount and the Outfront Mount is that the Outfront mount actually bolts to there adaptor plate.

-Britain

Posted by: Sleepin Sep 14 2010, 03:54 PM

Not a whole lot to contribute here, but I wanted to thank you for getting all this info together Britain!

One thing to check is the clubNARP forum for Subies: http://z8.invisionfree.com/ClubNARP/index.php?showforum=20

Thanks again, this is very useful!

Posted by: JRust Oct 23 2010, 09:26 PM

I'd like a link or someone who knows the subaru drivetrains to give a breakdown on the motors. Basically the HP in stock form & the benefits of each motor. REally considering a subaru swap at some point. Would like to keep an eye out for a good setup. I will hit up some different subaru forums. Figured this might be the place to have the breakdown for the motors though

Posted by: bfrymire Oct 24 2010, 12:55 AM

QUOTE(JRust @ Oct 23 2010, 08:26 PM)

I'd like a link or someone who knows the subaru drivetrains to give a breakdown on the motors. Basically the HP in stock form & the benefits of each motor. REally considering a subaru swap at some point. Would like to keep an eye out for a good setup. I will hit up some different subaru forums. Figured this might be the place to have the breakdown for the motors though

Posted by: abayer1969 Oct 24 2010, 05:20 PM

Britain thanks for the work. Nice to see all of this in one location

Posted by: d914 Oct 24 2010, 05:35 PM

intersting site for older JDM motors

http://www.catherineandken.co.uk/sti/wrx.html

Tranny specs

http://www.catherineandken.co.uk/sti/trans.html

speed calc

http://www.catherineandken.co.uk/sti/tyres.html

I didnt check the early pages.. sorry if duplicate

from Vin plates

http://www.catherineandken.co.uk/sti/engine.html

Posted by: d914 Oct 24 2010, 05:41 PM

and my build thread..

http://www.914world.com/bbs2/index.php?showtopic=99947&hl=epic

front mount turbo, engine cradle by BOB.... suby tranny, soon to be cable shift..

Been a long haul but moving again,

Posted by: NC_Colfax Oct 27 2010, 06:31 PM

What is everyone using for electronics??

How do they interface with the 914??

Posted by: DukeTrout Feb 14 2011, 01:06 PM

This is a late reply, but I thought I'd chime in.

I'm coming to the party as a Subaru guy with an extra EJ25 engine sitting in my garage, looking for a chassis.

Since you're in Oregon, you have a lot of great Subaru resources close to home. When you're ready to have the engine talk, I'd suggest Cobb Tuning Surgeline up in Tigard.

A stock EJ25 engine is good for just under 300 whp (AWD) and ~325 wtq with a medium-sized turbo and a good intercooler and exhaust setup. Running it 2WD drops the driveline loss from 24% to ~15%, so more like 325 whp. Tuning with E85 can also help, both in terms of torque and turbo spool.

A mildly built engine with forged pistons can put out 300-400 whp in an AWD Subie. It all depends on how big of a turbo you want to run and how much lag you can stand. Again, if you have the fuel pump and injectors to flow enough fuel, E85 can really be a great fuel for these engines, better than race gas.

For example, in my daily driver Legacy GT, with a tune for 92 octane pump I can get 290 whp with 310 wtq at 18 psi boost. With E85, the tuner can tune it for 21 psi boost, 310 whp and 350 ftlbs. The torque curve also shifts about 700 RPM to the left with E85, due to quicker spool.

I'm not sure what else it affects in a 914 build, but the Cobb AccessPort is the go-to ECU programmer for the Subaru folks. If you're keeping the Subaru ECU connected to the engine, the AP might be the way to go. I'm not sure what needs to be deactivated in the Subaru ECU to allow it to run just the engine (probably a lot) but it might be easier than building a tune from the ground up with an aftermarket ECU.

QUOTE(JRust @ Oct 23 2010, 07:26 PM)

I'd like a link or someone who knows the subaru drivetrains to give a breakdown on the motors. Basically the HP in stock form & the benefits of each motor. REally considering a subaru swap at some point. Would like to keep an eye out for a good setup. I will hit up some different subaru forums. Figured this might be the place to have the breakdown for the motors though

Posted by: Britain Smith Feb 14 2011, 01:21 PM

Hey Duke...here is my Subaru conversion thread. I have a dyno date in 2weeks at Cobb Surgeline.

http://www.914world.com/bbs2/index.php?act=ST&f=2&t=113579

Posted by: utah914 Feb 14 2011, 01:45 PM

Has anyone done heat with a suby swap?

Posted by: malaga_red75 Feb 14 2011, 05:23 PM

QUOTE(Britain Smith @ Sep 9 2010, 08:57 AM)

Posted by: thenewwazoo Feb 15 2011, 01:50 PM

(bloody hell those smilies to the left are distracting)

Here's some quick info regarding suby transmissions and clutch assemblies.

There are two main types of suby clutches - "push" and "pull". Relative to the stock configuration, a "push" clutch has the slave cylinder mounted on the engine side of the clutch fork and actuates toward the driveshaft end. The "pull" clutch has the slave cylinder mounted near the center of the transmission and actuates toward the engine. The type of clutch actuation is dictated by the combination of the flywheel, clutch, pressure plate, throwout bearing, clutch actuation fork, and the slave cylinder. All of these items must be matched in terms of fork actuation direction. A transmission can be converted from pull to push by flipping the pull slave cylinder and using a kit - some bellhousings may have bolt holes for using either type, but I don't believe this to be the case. Note that cable-actuated clutches actuate in the "push" direction.

So here's a quick cheat sheet for transmissions and clutch actuation direction. From the factory on cars sold in the USA,
1.8, 2.2L engines came with cable-actuated clutches (Impreza -'01, Legacy -99?)
2.5L non-turbo engines came with push-style hydraulic clutches (Legacy 96+, Impreza 98+, Forester all years)
2.0L turbo engines came with pull-style clutches (02-05)
2.5L turbo engines in the WRX came with push-style clutches (06-09)
2.5L turbo engines in the STi came with pull-style clutches (04+)

You cannot mix and match flywheels with clutches across these (e.g. no WRX clutch on an N/A flywheel, no push WRX clutch with a pull WRX flywheel, etc). You also cannot use an STi fw/clutch/pp in a non-STi bellhousing without some grinding, and you still must use a pull-style clutch fork actuation. Why does this matter? Two reason: power and packaging.

Due to the proliferation of WRXes and the relative scarcity of high-power N/A cars, there are basically no cheap or livable options for N/A clutches that will handle real power. If you're not going to be making more than realistic power for a 2.5L N/A (say, about 200 lb-ft), you can use any clutch combination you want. If you are going make more power, you can either shell out BIG bucks ($800+) for an N/A clutch/fw/pp kit, or you can find a way to make a WRX or STi clutch work.

So why not just grab a WRX clutch/fw/pp and stick it on any old gearbox? The gearbox might not have the bosses required to mount a pull-style slave cylinder. Why not just use a WRX transmission? The pull-style clutch actuation mechanism is physically large, and it's on the top of the transmission, right where the 914 has lots of metal. The push clutch cylinder is smaller, lives closer to the engine where there's space, and can be more easily made to fit inside the 914 transmission tunnel without cutting. The solution, then, is simple - you need a WRX clutch with a push-style clutch actuator. Luckily, that's what Subaru moved to with the WRX in '06+. You can use a stock N/A slave cylinder and clutch fork with an 06+ WRX flywheel, clutch disk, pressure plate, and throwout bearing!

This matters because WRX boxes are expensive (easily twice the cost of an N/A box of the same year), rarer since the N/A transmissions have been around since the early '90s, and basically identical in terms of capability when used in a 914. 06+ WRX flywheels aren't terribly cheap yet, but prices are coming down all the time. '06+ transmissions, however, are still really expensive.

What this means is that, when you're doing shopping, you must consider the transmission, that transmission's clutch actuation direction, and then what flywheel/clutch/pp combos match that direction. You can work backwards or forwards, but they must necessarily follow in that direction unless you want a headache.

Posted by: DukeTrout Feb 15 2011, 01:54 PM

Thanks for the link, Britain. I've been looking for the thread on your project. I've seen your 914 at the ORPCA AX events and heard about the project at Surgeline when I had my Legacy in for tuning. I'm very curious to see it hit the road.

Jay

QUOTE(Britain Smith @ Feb 14 2011, 11:21 AM)

Posted by: sawtooth Feb 15 2011, 03:04 PM

Something that may be useful for guys considering a suby transmission or have a conversion already...

I was trying to resolve an issue with my suby trans where I could hear a bearing noise coming from the tail near 5th gear. I started talking with Bremar about how to determine the correct oil level after doing the 2wd conversion. They said not to rely on the dipstick for oil level. They have seen problems where the suby trans gets used in a mid-engine setup and is mounted at a slightly different angle than in the original suby. The result can be a dry 5th gear which they have had to replace along with bearings. The solution is to tap a plug in the case in the tail section high enough to bath the gearset at the tail. When filling with oil, open the plug and fill until oil comes out the plug hole.

I did what they suggested in my suby trans, tapped a plug about 2-3 inches up from the bottom near 5th gear. I ended up with about 7 qts of oil which is almost double the suby specification. Doing this resolved the bearing noise which I now know was due to not enough oil in the trans.

Posted by: Britain Smith Feb 15 2011, 05:08 PM

QUOTE(DukeTrout @ Feb 15 2011, 11:54 AM)

Thanks for the link, Britain. I've been looking for the thread on your project. I've seen your 914 at the ORPCA AX events and heard about the project at Surgeline when I had my Legacy in for tuning. I'm very curious to see it hit the road.

Jay

QUOTE(Britain Smith @ Feb 14 2011, 11:21 AM)

Hey Duke...here is my Subaru conversion thread. I have a dyno date in 2weeks at Cobb Surgeline.

http://www.914world.com/bbs2/index.php?act=ST&f=2&t=113579

Posted by: BIGKAT_83 Feb 15 2011, 05:56 PM

QUOTE(sawtooth @ Feb 15 2011, 05:04 PM)

Posted by: DukeTrout Feb 16 2011, 02:27 PM

I live over on the East side suburbs, but I work in Wilsonville. I'd love to check out the SBII some time. I'm starting to hunt Craigslist for 914 rollers...

Posted by: DukeTrout Feb 16 2011, 02:47 PM

QUOTE(thenewwazoo @ Feb 15 2011, 11:50 AM)

Posted by: d914 Feb 16 2011, 05:44 PM

The down side of the six speeds besides cost ,,, they are considerably longer,,, I heard there is a shorter version coming or here now and that the gearing is considerably shorter..lots of shifting or jumping of gears. I could possibly see shortening 4th possibly for a track car.. good pop coming out of corners but on the street the 6 speed might be more annoying than just dropping in an after market lsd 5 speed..

Posted by: strawman Feb 16 2011, 05:54 PM

QUOTE(sawtooth @ Feb 15 2011, 01:04 PM)

Posted by: sawtooth Feb 16 2011, 10:25 PM

QUOTE(strawman @ Feb 16 2011, 04:54 PM)

QUOTE(sawtooth @ Feb 15 2011, 01:04 PM)

...

I did what they suggested in my suby trans, tapped a plug about 2-3 inches up from the bottom near 5th gear. I ended up with about 7 qts of oil which is almost double the suby specification. Doing this resolved the bearing noise which I now know was due to not enough oil in the trans.

I'd like to see what you've come up with. How about a picture?

Geoff

Posted by: strawman Feb 17 2011, 01:38 PM

QUOTE(sawtooth @ Feb 16 2011, 08:25 PM)

I'm just making a judgment call here, I don't know exactly where bremar puts their inspection plug. But from the description I got, this spot makes sense.

A little hard to see with it in the car. It's the brass plug right in the center of the picture.


Here's a shot of another trans with the red dot about where I put the inspection plug. This location baths about 1/2 of the drive shaft below 5th gear set which should get good coverage on 5th gear above. It's a lot more oil than an original suby setup, but after talking with Bremar they didn't feel like too much oil (within reason of course) would hurt in this case.

Posted by: sawtooth Feb 17 2011, 01:52 PM

QUOTE(strawman @ Feb 17 2011, 12:38 PM)

Posted by: DBCooper Jan 10 2013, 04:03 PM

QUOTE(Britain Smith @ Sep 9 2010, 08:58 AM)

DBCooper - Modified Renegade Engine Cradle.

Posted by: DBCooper Jan 10 2013, 04:05 PM

doppelpost

.

Posted by: 904svo Jan 10 2013, 04:51 PM

some wiring tricks.
http://www.914world.com/bbs2/index.php?showtopic=199291

Posted by: scotty b Jan 15 2013, 09:22 AM

I recall someone somewhere ( ClubNARP most likely ) someone used an Impreza fuel pump on their conversion and it looked very good on the 914 tank. IIRC they also said the pickup and float were just about prefectly spaced in the teeners tank.

What I need to know, is if the flow rate on the Impreza pump is the same as on the SVX pump, and if not, does anyone know if the SVX pump will fit on the Impreza assy. ?


It's pretty cool how a forum that no-one visits like NARP has a forum just for Sooby guys isn't it

Posted by: BIGKAT_83 Jan 15 2013, 11:30 AM

Here you go.works like a champ. The fuel pressure is set by the regulator on the fuel rail of the SVX.


Bob

Posted by: scotty b Jan 15 2013, 12:59 PM

awesome. Thanks Bob. I've been looking at SVX fuel pumps and senders, and they just don't lend themselves to a good adaptation, as they screwed onto a plastic tank. The Impreza one does since it bolts down

Posted by: Chris H. Jan 15 2013, 02:46 PM

Yeah and that plastic screw-top is a PITA to get off...

Bob, didn't you use the Impreza top with the SVX pump?

Posted by: BIGKAT_83 Jan 15 2013, 02:57 PM

No I just ran it the way I got it out of the Impreza. Didnt even change the pump.
All I needed to do was cut a hole in the tank for it. The pump goes right into the stock tank sump. I used rivet nuts to bolt the plate in.

Bob

Posted by: Chris H. Jan 15 2013, 03:01 PM

Ahhhhhh.... I misunderstood you. That's normal for me though. I thought your setup looked weird compared to mine. I guess I sell the SVX pump then! Thanks again for the guidance.

Posted by: DBCooper Jul 15 2013, 03:53 PM

QUOTE(scotty b @ Jan 15 2013, 08:22 AM)

It's pretty cool how a forum that no-one visits like NARP has a forum just for Sooby guys isn't it

Posted by: jimkelly Jul 23 2013, 10:20 AM

notes to self ...

how to convert trans from awd to 2wd
http://www.dunebuggyarchives.com/static/attach/1/3801/Subaru_5sp_transaxle_conversion.pdf

hydraulic clutch info
http://www.914world.com/bbs2/index.php?showtopic=207715&hl=

suby transaxle video
http://legacygt.com/forums/showthread.php/cable-trans-hydraulic-trans-swap-199166.html?amp;

chris h - eg33 - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=200844&hl=subaru

76-914 - eg33 - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=201776&hl=subaru

jpnovak - ej20 - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=99619&hl=subaru

britain - ej257 turbo - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=113579&hl=subaru

my928s4 - ej205 turbo - - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=113579&hl=subaru

strawman - ej22t - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=83031&hl=subaru

plymouth37 - 4 cyl turbo - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=84842

tony - ej25 - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=31579&hl=

zaney - 4 cyl - sub trans hydraulic clutch
http://www.914world.com/bbs2/index.php?showtopic=94994

amenson - sti 4 cyl turbu - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=58431

malaga red75 - 4 cyl - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=85845

budman5201 - ez30r - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=105407

twinturbo914 - ez30r
http://www.914world.com/bbs2/index.php?showtopic=85005

felonyracing - eg33 - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=102573

bigkat 83 - eg33 - sub trans
http://www.914world.com/bbs2/index.php?showtopic=110974
http://www.914world.com/bbs2/index.php?showtopic=110974&hl=eg33+subaru

precisionchassis - 4 cyl turbu - boxster trans
http://www.914world.com/bbs2/index.php?showtopic=109434

dbcooper - sti turbo - wrx trans
http://www.914world.com/bbs2/index.php?showtopic=102887

vox - 4 cyl - 914 trans
http://www.914world.com/bbs2/index.php?showtopic=92942&st=0

effutuo - 4 cyl - sub trans
http://www.914world.com/bbs2/index.php?showtopic=173219&hl=

Posted by: CptTripps Oct 17 2013, 09:38 AM

Can we update some of the data in this thread? There are a lot of new projects in the works, and many have found better ways to do some of the things outlined here.

...just sayin'.

Posted by: 1stworks Mar 7 2014, 11:31 AM

great info!!!!!!

Thank you

Posted by: 76-914 Mar 7 2014, 03:40 PM

Hmmmmmm, mine is an EZ30D, not the EG33.

Posted by: mgp4591 Mar 7 2014, 03:57 PM

QUOTE(76-914 @ Mar 7 2014, 02:40 PM)

Posted by: 76-914 Mar 7 2014, 04:20 PM

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

Posted by: mgp4591 Mar 7 2014, 04:27 PM

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Posted by: badmiata Mar 9 2014, 08:22 PM

I saw this on 818 forums. Its very expensive $350+, but it is pretty sweet looking. Its being used for WRX trans I assume it would work for us in a 914. Planned on adding a photo but i cant?? its called a K Tuned No Cut K Swap Shifter Box K20 K24 Swap EF EG EK DC2 for a honda and the photo is on thefactoryfiveforum.com/showthread.php?13606-RoRi-s-818S-Build-Thread

Posted by: charliew Jun 22 2016, 11:45 AM

well I'm still lurking and watching all the new ideas and thought I would get this back to the top for updates guys. I got sidetracked for awhile with pacemakers. I wish pacemaker tuners were as good as opensource or megasquirt or stinger guys but they aren't and only will get better as the users get more educated. I still want my 914 to roll with all my goodies completed one day. My son has decided he wants a new awd project so I may be on my own with the subie 4 cyl stuff. His sti was dynowed a couple of years ago at about 490 awd hp on e85 on a 98* day in dallas after a 90 mile drive. I have lots of time in his setup on fabbing but he is the tuner mechanic and he has decided he is tired of working on a street hotrod. It is hard to get to almost anything on that awd gocart. I wanted to buy it and just put it in the shop for him when he is my age (71) but he is 34 and doesn't see the greatness of that idea. Oh how I wish I had my first hotrod still. Sorry for the rant, This is a great resource that needs updates or at least new thread links.

Posted by: 76-914 Jun 22 2016, 12:20 PM

Where the Hell have you been, Charlie? Good to see you back in the stable and looking forward to your posts. How have to locals accepted the SS presence? I used to deliver "take out dinners" to those boy's when they watched over LBJ's daughter in Austin. IIRC, they had absolutely no sense of humor.

Posted by: charliew Jun 25 2016, 12:21 PM

I forget to ask my friends who go to the same church but the ss must blend in well. Also the anoited ones might be up north consoling the younger one with their dad.

Posted by: Optimusglen Feb 3 2018, 02:14 AM

Any info on putting the radiator in the engine compartment?

Posted by: 76-914 Feb 3 2018, 09:57 AM

Go to the Restoration & Build Threads Forums section. A lot of us have detailed it in our build threads.

Posted by: charliew Feb 4 2018, 02:02 PM

QUOTE(Optimusglen @ Feb 3 2018, 02:14 AM)

Posted by: mepstein Feb 4 2018, 02:47 PM

QUOTE(mgp4591 @ Mar 7 2014, 05:27 PM)

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

I know the size is a big improvement and thus the weight also, but when I picked up a running SVX with 109k for only 1500 bucks it made sense to stick with that. It fits altho it will be a bit tight, it weighs a bit more but still acceptable and the parts options are deep with it only being 2 more cylinders than the 2.2. The basic engine is bulletproof like a 2.2, but the sound of a flat-plane crank is rather exotic and it's gonna haul ass...

Posted by: r_towle Feb 4 2018, 05:08 PM

QUOTE(mepstein @ Feb 4 2018, 03:47 PM)

QUOTE(mgp4591 @ Mar 7 2014, 05:27 PM)

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

I know the size is a big improvement and thus the weight also, but when I picked up a running SVX with 109k for only 1500 bucks it made sense to stick with that. It fits altho it will be a bit tight, it weighs a bit more but still acceptable and the parts options are deep with it only being 2 more cylinders than the 2.2. The basic engine is bulletproof like a 2.2, but the sound of a flat-plane crank is rather exotic and it's gonna haul ass...

I paid $500 for one with 180K but I figured once I get the conversion running, I could always buy a 2nd engine to play with. $200 for an mt5 trans with axles and starter. $550 to have the wire harness converted. I paid my local mechanic $100 to pull the engine and then once I pulled the main harness in his lot, he got rid of the car. Best $100 i've ever spent. Amerson is going to install the running gear and fab a front radiator but even if I had a smaller engine, it would get a front rad. It just makes sense to put it out in the fresh moving air vs dead hot air in the engine compartment.

Posted by: mepstein Feb 4 2018, 05:22 PM

QUOTE(r_towle @ Feb 4 2018, 06:08 PM)

QUOTE(mepstein @ Feb 4 2018, 03:47 PM)

QUOTE(mgp4591 @ Mar 7 2014, 05:27 PM)

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

I know the size is a big improvement and thus the weight also, but when I picked up a running SVX with 109k for only 1500 bucks it made sense to stick with that. It fits altho it will be a bit tight, it weighs a bit more but still acceptable and the parts options are deep with it only being 2 more cylinders than the 2.2. The basic engine is bulletproof like a 2.2, but the sound of a flat-plane crank is rather exotic and it's gonna haul ass...

I paid $500 for one with 180K but I figured once I get the conversion running, I could always buy a 2nd engine to play with. $200 for an mt5 trans with axles and starter. $550 to have the wire harness converted. I paid my local mechanic $100 to pull the engine and then once I pulled the main harness in his lot, he got rid of the car. Best $100 i've ever spent. Amerson is going to install the running gear and fab a front radiator but even if I had a smaller engine, it would get a front rad. It just makes sense to put it out in the fresh moving air vs dead hot air in the engine compartment.

You paid $550.00 to have a wiring harness converted to mate a 914?

Posted by: r_towle Feb 4 2018, 06:18 PM

QUOTE(mepstein @ Feb 4 2018, 06:22 PM)

QUOTE(r_towle @ Feb 4 2018, 06:08 PM)

QUOTE(mepstein @ Feb 4 2018, 03:47 PM)

QUOTE(mgp4591 @ Mar 7 2014, 05:27 PM)

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

I know the size is a big improvement and thus the weight also, but when I picked up a running SVX with 109k for only 1500 bucks it made sense to stick with that. It fits altho it will be a bit tight, it weighs a bit more but still acceptable and the parts options are deep with it only being 2 more cylinders than the 2.2. The basic engine is bulletproof like a 2.2, but the sound of a flat-plane crank is rather exotic and it's gonna haul ass...

I paid $500 for one with 180K but I figured once I get the conversion running, I could always buy a 2nd engine to play with. $200 for an mt5 trans with axles and starter. $550 to have the wire harness converted. I paid my local mechanic $100 to pull the engine and then once I pulled the main harness in his lot, he got rid of the car. Best $100 i've ever spent. Amerson is going to install the running gear and fab a front radiator but even if I had a smaller engine, it would get a front rad. It just makes sense to put it out in the fresh moving air vs dead hot air in the engine compartment.

You paid $550.00 to have a wiring harness converted to mate a 914?

Yes. Worth every penny.

Posted by: mepstein Feb 4 2018, 06:56 PM

QUOTE(r_towle @ Feb 4 2018, 07:18 PM)

QUOTE(mepstein @ Feb 4 2018, 06:22 PM)

QUOTE(r_towle @ Feb 4 2018, 06:08 PM)

QUOTE(mepstein @ Feb 4 2018, 03:47 PM)

QUOTE(mgp4591 @ Mar 7 2014, 05:27 PM)

QUOTE(76-914 @ Mar 7 2014, 03:20 PM)

Initially I thought I would go the EG route but the length and improvements on the EZ model turned me. BIGKAT83 started w/ a 3.3 then went w/ a 3.0. BTW, the EZ's are only 1.5" longer than the 4's.

I know the size is a big improvement and thus the weight also, but when I picked up a running SVX with 109k for only 1500 bucks it made sense to stick with that. It fits altho it will be a bit tight, it weighs a bit more but still acceptable and the parts options are deep with it only being 2 more cylinders than the 2.2. The basic engine is bulletproof like a 2.2, but the sound of a flat-plane crank is rather exotic and it's gonna haul ass...

I paid $500 for one with 180K but I figured once I get the conversion running, I could always buy a 2nd engine to play with. $200 for an mt5 trans with axles and starter. $550 to have the wire harness converted. I paid my local mechanic $100 to pull the engine and then once I pulled the main harness in his lot, he got rid of the car. Best $100 i've ever spent. Amerson is going to install the running gear and fab a front radiator but even if I had a smaller engine, it would get a front rad. It just makes sense to put it out in the fresh moving air vs dead hot air in the engine compartment.

You paid $550.00 to have a wiring harness converted to mate a 914?

Yes. Worth every penny.

Sounds like a business opportunity.