Welcome to the North American Subaru Impreza Owners Club Thursday August 21, 2014
Home Forums WikiNASIOC Products Store Modifications Upgrade Garage
NASIOC
Here you can view your subscribed threads, work with private messages and edit your profile and preferences Home Registration is free! Visit the NASIOC Store NASIOC Rules Search Find other members Frequently Asked Questions Calendar Archive NASIOC Upgrade Garage Logout
Go Back   NASIOC > NASIOC Technical > Subaru Conversions

Welcome to NASIOC - The world's largest online community for Subaru enthusiasts!
Welcome to the NASIOC.com Subaru forum.

You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, free of charge, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!

If you have any problems with the registration process or your account login, please contact us.
* Registered users of the site do not see these ads.
Reply
 
Thread Tools Display Modes
Old 05-18-2003, 10:19 PM   #1
Kha0S
Scooby Guru
 
Member#: 8808
Join Date: Jul 2001
Chapter/Region: NESIC
Location: Grantham, NH
Vehicle:
2011 WRX (DGM 5D)
2002 WRX/2003 SVTF

Lightbulb WRX transmission conversion notes (GD2-H replaced by BC6-G)

So, I'm about halfway through the major mechanical bits of my transmission conversion.

I started with an MY02 4EAT WRX (JF1GD296?2H), and I'm swapping a MY93 5MT Legacy Turbo (JF1BC673?PG) transmission into it.

So far, I've removed all of the driveline components between the engine and the axles.

I obtained a 3.9 open rear differential from a 5MT 1997 Outback Sport (thanks wac!). After removing the stock 4EAT WRX LSD unit, I dropped both off at Bill's Driveline (Manchester, NH, 603-625-6356) last week. Bill swapped the ring/pinion set from the 3.9 unit into the 4.11 LSD unit, and reassembled to proper tolerances (backlash, shims, etc.). End result, I now have a 3.9 LSD rear differential that can use my factory axles.

The 5MT was pulled from the EJ22T motor (thanks Darshu!). It's been in a junk car for a while, and hanging off an engine hoist for a few months, so it's covered in grime and dirt. I'm going to attack it with brake cleaner this week, get it all cleaned up and ready to go in.

I removed the old speedometer cable, which was falling apart anyway... the plastic housing in the transmission was falling apart. I got all the little pieces of it out of the transmission and cleaned the hole and threads. I then took a WRX 5MT electronic vehicle speed sensor and removed about 1mm of plastic all around the upper body of the sensor to give me better clearance on the Legacy case. A little oil on the threads and it screwed right in, and the blade seated in the speedometer shaft slot. Looks like that will work out.

The Legacy shifter assembly lower rod is the same length as the WRX 5MT assembly, but uses a cup instead of a ring at the base of the shifter. The upper rod is significantly different between the two. As such, I will be keeping the Legacy shifter unless I can find a short-shift option that makes sense for that linkage.

I'm missing the lower rod bushing washer with spring attachment clip, and the return spring to go between that and the linkage... that spring provides a return back to center from the 1-2 side of the gate. Return from the 5-R side of the gate appears to be sprung internally to the gearbox.

The transmission crossmember was obtained from a naturally aspirated 5MT Legacy wagon, and the propshaft was removed from a 1993 5MT AWD Impreza (1.8L). It uses a U-joint propshaft instead of an offset-joint propshaft, but I think that the U-joint will be just fine. The bearings seem like they're in good shape, so I'm not too worried.

/Andrew
* Registered users of the site do not see these ads.

Last edited by Kha0S; 05-18-2003 at 10:26 PM.
Kha0S is offline   Reply With Quote
Old 05-19-2003, 10:19 AM   #2
Darshu
Scooby Specialist
 
Member#: 1676
Join Date: Jun 2000
Chapter/Region: NESIC
Location: Exile in Norcal
Vehicle:
98RS w/ EJ207
2010 Mazdaspeed3

Default

Werd, KZ. Good Info! I can dig around the parts boxes we off crap that came off that Legacy -- Maybe the washer you're looking for is in there. Also, if you go with an STi shift kit that replaces the entire linkage (yes, it costs more than you spent on the transmission ) you shouldn't have to worry, should you?
Darshu is offline   Reply With Quote
Old 05-19-2003, 11:19 AM   #3
Kha0S
Scooby Guru
 
Member#: 8808
Join Date: Jul 2001
Chapter/Region: NESIC
Location: Grantham, NH
Vehicle:
2011 WRX (DGM 5D)
2002 WRX/2003 SVTF

Default

Actually, I have the SPT/STi linkage sitting in the car right now... but I'm missing a piece that apparently makes it connect up to the Legacy linkage... so, for now, I'm just going to cancel my Kartboy order and make do with the stock linkage.

/Andrew
Kha0S is offline   Reply With Quote
Old 05-19-2003, 10:03 PM   #4
Scoobie Steve
Scooby Specialist
 
Member#: 2289
Join Date: Sep 2000
Chapter/Region: Tri-State
Location: Bangor, PA
Vehicle:
1998 11.87@112mph
Subaru L Ver 6 STi Type R

Default

So did the impreza propshaft fit? I installed a jdm legacy trans in my buddies gc impreza and we had to make a hybrid propshaft, legacy front half with impreza rear. I think the legacy trans is slightly longer/ or shorter(cant remember) then the impreza.
Scoobie Steve is offline   Reply With Quote
Old 05-24-2003, 04:06 PM   #5
XT6Wagon
Scooby Specialist
 
Member#: 524
Join Date: Nov 1999
Location: WA
Vehicle:
04 STi
White

Default

I'd have to look, but you should be able to swap the whole shifter assembly off the back of the tranny. I mean my 88 wagon used the same style and length of shifter as the 94 STi, and the 93 legacy turbo ones I have.

Only difference is how it mounts to the car on the tunnel end and some minor other stuff.
XT6Wagon is offline   Reply With Quote
Old 05-27-2003, 03:02 PM   #6
Kha0S
Scooby Guru
 
Member#: 8808
Join Date: Jul 2001
Chapter/Region: NESIC
Location: Grantham, NH
Vehicle:
2011 WRX (DGM 5D)
2002 WRX/2003 SVTF

Default

Woo... update from this weekend...

Note to future swappers -- the flex plate bolts are not long enough to attach a flywheel to the motor... you need the longer bolts! You will strip out the bolt, hole, or both!

I put in an order today for the new flywheel bolts, shifter bolts (for the back end of the shifter where it attaches to the body), and some other miscellaneous hardware.

The rear end of the car is reassembled, now with my modified 3.9 LSD unit. The WRX axles went in as expected... after the splines were engaged and slid together slowly, a little push on the knuckle brought the assembly together.

The Whiteline rear subframe bushings and subframe locking bolts went in during the reassembly process. The locking bolt on the left was easy, but on the right hand side, it took about 150 ft-lb of torque or so to get the bolt all the way in after the wide section first hit the metal... about 20 minutes with a breaker bar later, it was in all the way... and my chest muscles still hate me.

The transmission is cleaned up a good bit with some brake cleaner, but the inside of the bellhousing still needs some TLC. It looks like the motor had a rear crank seal leak early in its life, so there's a thick layer of heavy, black grime coating some of the housing. The shafts are nice and clean. We cleaned out the axle stub splines coming out of the front differential, too.

I practiced reassembling the release fork assembly with one of the used release bearings... cleaned it, re-greased the inner surface that rides the shaft collar, and greased and fitted the release fork shaft. It all goes together pretty well, and I know that everything is going to work out perfectly in there.

I've got a new release/throw-out bearing (wasn't cheap, but it's one of the first things to go) and a WRX stock flywheel, clutch, and pressure plate with about 9k miles on them. Flywheel and clutch are both in great shape.

The Legacy shift linkage has been brought up to working order, with the correct washer, nut, and 1-2 return spring. I have the right universal joint part to connect the STi/SPT short shift linkage to the transmission shifter rod, but I can't get the spring pin off of the old Legacy joint/shaft. I think we're going to drill out the spring pin next week and fit the new linkage, and replace it with a bolt/nut combination and some Loctite.

The 1-2 return is working perfectly.

I'm still trying to source a WRX pedal box, clutch master cylinder, and lines... Teague's Auto doesn't seem to have them on hand.

Looking at the 1993 Impreza MT propshaft, it looks like it'll work just fine for us, especially now that the rear subframe is securely locked in place -- that diff isn't going anywhere.

So, after next weekend, all the big mechanicals should be connected. The following weekend is going to be clutch pedal/cylinder installation, plumbing, fluids, and electronics.

/Andrew
Kha0S is offline   Reply With Quote
Old 06-09-2003, 09:51 AM   #7
Kha0S
Scooby Guru
 
Member#: 8808
Join Date: Jul 2001
Chapter/Region: NESIC
Location: Grantham, NH
Vehicle:
2011 WRX (DGM 5D)
2002 WRX/2003 SVTF

Default

Okay, another update...

The spring pin that connects the upper shift linkage rod joint to the main transmission shift rod is a monster. It's a double pin, with one spring pin inside another. The inner one drilled out with no problem, but the outer one wouldn't even drill. Tried all the standards like vise grips, screwdrivers, drills, hammers, etc. Finally, we ended up using a small bolt and a ball-joint puller (which broke), and then a C-clamp and an O2 sensor socket to push it through the hole. According to my calculations, we exterted over 30 tons of force onto that spring pin to get it out.

After that, the joint refused to come off of the rod. So, we soaked it in PB Blaster for a week. Nothin'. Finally, John took a Dremel to it and cut the joint piece off in chunks, which eventually freed it from the rod. We took a grinding wheel to the rod to take off some of the crystalline rust and smooth out the gouges in it that were made with the Dremel. After that and a little bit of PB Blaster, the pieces went together easily. Used a screw, lock washer, and nut to hold it together (8mm diameter shaft) instead of another spring pin.

I cannibalized that Legacy linkage for some small bushings and the metal tube that fits inside the Kartboy short shifter. I attempted to re-use the grease cup from the lower linkage arm of the Legacy assembly, but it's much too large (same with the ball size). So, I need to order a few more of those parts.

After our experience with the AT flexplate bolts being too short and damaging one of the holes in the end of the crankshaft, we re-tapped the threads to get the crud out of them so we could use it again. It took a 10mm x 1.0 tap.

We got the flywheel attached with no trouble.

I lubed up and assembled the clutch release bearing, fork, and pin on the transmission, and we attached the pressure plate and clutch disk onto the flywheel... I don't understand how only 11lb-ft of torque is required -- the pressure plate stands off from the flywheel by a good 1/2" unless you bring it all the way down onto the flywheel -- and that takes more than 11lb-ft of torque. We kept things even to try and prevent warping the flywheel... only time will tell.

With a transmission jack, we were able to line up the transmission without too much trouble, and once the splines were greased, the whole thing went together pretty easily. Got the crossmember bolted up, and re-seated and pinned the axles onto the front diff. I seated the release bearing into the pressure plate with a press down on the fork, but there's still a little play -- this could explain why the WRX has that little spring and bracket to attach to the fork -- it takes up the free play and pre-tensions the fork.

The 1993 propshaft did NOT fit. I'm sourcing a 5MT WRX propshaft today, hopefully local. That should go in without a problem, as my worst fears were confirmed on the 1993 unit -- the center bearing didn't even come close to the body bolt holes.

That's it for now...

/Andrew
Kha0S is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
93L FWD conversion notes andys Subaru Conversions 2 02-07-2004 12:50 AM
Transmission conversion wrapup Kha0S New England Impreza Club Forum -- NESIC 0 06-18-2003 02:37 PM
Transmission conversion complete! Kha0S Transmission (AT/MT) & Driveline 0 06-18-2003 12:10 PM
Status of transmission conversion (WRX 4EAT -> Legacy Turbo 5MT) Kha0S Transmission (AT/MT) & Driveline 0 05-18-2003 10:30 PM
Anyone interested in TEC2 to TEC3 conversion notes? Revision Engine Management & Tuning 9 02-01-2003 10:47 AM


All times are GMT -4. The time now is 12:03 AM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2014, Jelsoft Enterprises Ltd.
Powered by Searchlight © 2014 Axivo Inc.
Copyright ©1999 - 2014, North American Subaru Impreza Owners Club, Inc.