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Old 06-18-2003, 11:25 AM   #2
Kha0S
Scooby Guru
 
Member#: 8808
Join Date: Jul 2001
Chapter/Region: NESIC
Location: WRJ, VT
Vehicle:
2011 WRX
DGM 5D

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We removed the stock 4EAT and rear diff by following the instructions in the manuals, more or less. We had hard copies of the factory transmission and wiring manuals, as well as the Haynes Legacy manual. The remainder of the important manuals (chassis, primarily) were electronically available on a laptop in the garage.

The rear diff was re-geared, put back in with the new subframe bushings and locking kit, and the rear suspension was reassembled.

While the 5MT was separated, we swapped out the stock Legacy linkage for the STi short-shift linkage. Particularly, this involved removing a double spring pin that held the linkage joint to the main shift rod. Using a punch and hammer, drill, mallet, etc., we made no progress. No lubricant would penetrate, and the metals appeared seized together. The smaller inner pin drilled out with no problem, but we broke drill bits trying to drill out the bigger one. We ended up using a small bolt, C-clamp, and O2 socket, as well as a ball joint puller and breaker bar, to force out the spring pin. Conservative calculations say that it took about 30 tons of force to get the pin out -- wow. Once the pin was separated, the joint wouldn't come off the rod... we ended up Dremeling it off one chunk at a time until the whole thing came off.

This accomplished (over two days, probably dumped 10 or more man-hours into the freakin' thing), we cleaned up and oiled the linkage rod and attached the new joint with a bolt, nut, and lock washer.

The 5MT went in by following the manuals as well, with the new mounts going in. The front pair of holes for the 5MT transmission crossmember had little plastic plugs in them, but were pre-drilled and tapped. Score another point for parts-bin engineering. Alignment was a bitch, but we got it all to come together.

We did the up-pipe in here too, which involved draining all the coolant, as it was all coming out of the turbo lines anyway.

The hydraulics went in, as did the pedals. Once again, parts-bin engineering prevailed, as the holes were already cut in the firewall and the firewall insulation for the clutch master cylinder. The starter wire needed a little massaging to stretch all the way to the terminal on the MT starter, but it wasn't a big deal.

The WRX propshaft rear section was perfect length from the bearing to the diff, but the front section is about 1cm too short. Realistically, there's plenty of spline engaged in that sleeve yoke that there's plenty of strength, and no leaks. The only way to do this right is to use an Impreza rear section and a Legacy front section, or to lengthen my existing one. I might do this if it proves to be a problem as time goes on.

Now, with everything hooked up, I filled the gearbox with Redline Shockproof Light (pureed Smurf!) and the rear diff with Redline 75W90NS. All synthetic oils... expensive, but I need all the protection I can get.

I made a custom wiring harness using the vehicle speed sensor extension wire from a WRX, the reverse/neutral harness from the BC6 transmission, and the harnesses from the 4EAT... one harness tricked the starter circuit (the P-N sense switch on the inhibitor switch harness), and the other harness brings vehicle speed, reverse, and neutral sensors all into the driver's footwell, where the TCU would normally reside, without running new wires through the firewall.

I then set to work splicing, getting the vehicle speed sensor wired up to send its signal on what used to be the vehicle speed output signal on the TCU. I pulled ground from a nearby harness, and ignition supply from what used to supply the TCU. The N and R wires are still unattached, so my reverse lights don't work yet.

After that, she ran perfectly. Started fine, idles great, no problems. It occasionally throws a P1596 (AT diagnosis signal high) CEL, but it doesn't limp... I just need to figure out how to get it to stop looking for the TCU. At the worst, this would be an ECU swap, but as it stands now, the CEL is barely a problem.

(more coming...)

/Andrew
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